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Which of the world’s automotive markets will electrify the fastest?

Is China’s lead insurmountable? Could Northern America make a comeback? What does the Automotive Package mean for Europe? How are the non-Triad markets faring? EV Volumes’ head of forecasting, Neil King, unpacks the latest predictions with Autovista24 editor Tom Geggus.

Covering passenger cars and light-commercial vehicles (LCVs), EV Volumes has stepped up its global light-vehicle market forecast. Data for 2025 is expected to confirm 92.7-million-unit sales, up by 4% year on year. This is compared with the 3.6% growth outlined in September’s forecast.

EVs, including battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), are predicted to make up 25.5% of these sales. This means approximately 23.7 million new plug-in vehicles will hit roads worldwide. Moving forward, improved outlooks in China, the non-Triad markets, and Europe offset the downgrade to Northern America.

The global electric vehicle (EV) share is forecast to reach 27.5% in 2026, 43.2% in 2030, 64.6% in 2035, and 83.2% in 2040. That said, budget pressures and policy shifts may threaten investment in incentives and charging infrastructure. Various legacy vehicle makers are reducing their EV targets. This has further weakened the outlook for EV adoption in Northern America.

China’s booming EV market

The EV boom has continued in China, with the plug-in share rising from 13.9% in 2021 to 44.3% in 2024. The market’s strength is supported by favourable total cost of ownership and increasingly competitive pricing.

Given economic headwinds, the Chinese government has focused on boosting domestic consumption, with additional support directed toward state-owned OEMs. The economic situation appears positive, with the OECD upgrading the 2025 GDP growth outlook for China to 5%.

Vehicle demand also remains resilient. EV Volumes has slightly upgraded its 2025 light-vehicle sales forecast to 27.8 million units, up 7.1% year on year. A scrappage programme was extended beyond the original January 2025 deadline. However, it has been suspended in several cities, which could disproportionately reduce demand for EVs given their higher bonus levels.

Additionally, in October 2025, China ended its national EV subsidy programme, as reported by Reuters. It also excluded new-energy vehicles (NEVs) from the list of strategic emerging industries in its latest five-year development plan. This includes EVs, extended-range electric vehicles (EREVs) and fuel cell electric vehicles (FCEVs).

While direct subsidies are gone, purchase tax exemptions remain in place, although they are expected to phase out by 2027. Also, some local governments still offer targeted incentives.

Targets to hit

In 2025, China set a target of approximately 15.5 million total NEV sales. The country also pledged to reduce its greenhouse gas emissions by 7% to 10% by 2035. This marked the nation’s first commitment to absolute emissions cuts.

PHEVs have taken an increasing share of the EV market. This rose from 18.3% in 2021 to 42.3% in 2024 and was largely due to strong sales of BYD and Li Auto EREVs.

While Chinese OEMs continue launching new PHEVs and EREVs, BEVs are regaining momentum, bolstered by aggressive discounting initiated by BYD. As such, BEVs are forecast to account for 61.2% of EV sales in 2025 and about two-thirds by 2031.

In China, EVs are forecast to represent 56.4% of all light-vehicle sales in 2025. This is set to increase to 76.4% in 2030, 89.7% in 2035, and 96.1% in 2040.

Forecast volumes are based on retail sales (not wholesales), excluding exports and inventory build-up. This explains the difference from the typically higher wholesale-based figures published by other agencies.

Barriers in Northern America

In Northern America, including the US and Canada, light-vehicle sales rose by 2.9% in 2024, following 12.4% growth in 2023. The EV share increased from 9.4% in 2023 to 10.2% in 2024. In contrast to China, the region’s electrification looks to have lost a lot of energy.

Last year saw multiple major influencing factors hit the region’s light-vehicle market. Canada saw funding for the iZEV programme run out in January, with BEV uptake falling and no replacement scheme announced. In March, the US government announced 25% import duties on vehicles. Then the ‘One Big Beautiful Bill’ act ended EV tax credits in September.

Ford dropped plans for several all-electric models in the US and is replacing the all-electric F-150 Lightning with an EREV version. It was not alone, with Stellantis making similar strategic shifts, TechCrunch reported. This points to a greater share of PHEVs and EREVs as manufacturers balance electrification with customer preferences and profitability pressures.

EV Volumes has slightly increased the 2025 light-vehicle sales forecast for Northern America to 18.2 million units. This is up 2% year on year. The EV share is now expected to reach 9.9% in 2025 and rise only modestly to 10.1% in 2026.

These small gains will be primarily supported by Canada and the rollout of more affordable models. This includes the standard versions of the Tesla Model 3 and Model Y. EV shares are then expected to climb to 20.9% in 2030, 39.3% in 2035, and 58.6% in 2040. This is well below the predicted global EV share of over 83.2% in 2040.

European market uncertainty

Western and Central Europe’s light-vehicle market grew by 1.7% year-on-year in 2024, following 14% growth in registrations in 2023. Changing goods tariffs, developments in Ukraine, and ongoing tensions in the Middle East have all created regional sales uncertainty. The possibility of higher inflation, oil prices, and energy costs could also lead to weaker private consumption.

However, the OECD‘s December 2025 economic outlook predicts that GDP in the Euro area will gain 1.3% in 2025. This is slightly higher than the September outlook, which anticipated 1.2% growth.

The EU proposed tariff reductions in August, enabling the EU-US trade agreement. This lowered duties on the automotive sector from 27.5% to 15%. The recently ratified EU-Mercosur and EU-Mexico free-trade agreements have also boosted the region’s automotive competitiveness.

Low rate of growth

EV Volumes forecasts that light-vehicle sales in Western and Central Europe will grow by 0.3% year-on-year in 2025. This is higher than in the September 2025 forecast, which projected a 1% decline. At 15 million units, this is far below the 18 million light vehicles registered in 2019.

EV Volumes does not expect the European market to return to 2019 levels within the current forecast horizon, up to 2040. A slight dip in demand is also expected in 2030 and 2035. Demand will likely be pulled forward into 2029 and 2034, triggered by the stricter EU emissions targets.

Stagnation in 2040 reflects the underlying cycle effect. Earlier peaks in replacement demand and fleet renewals unwind, and the market normalises after several years of elevated recovery volumes. Light-vehicle sales are expected to grow by 1.7% in 2026, hinging on a complex interplay of regulatory and economic factors.

EV Volumes forecasts that European EV sales will grow 30.2% year on year in 2025 to 3.99 million units. This means they will represent 26.6% of all light-vehicle sales.

BEV volumes are forecast to grow 28% year-on-year, accounting for 67.5% of all EV deliveries in 2025. PHEV sales are expected to increase by 35.1%. EVs will reach a 31.1% share of European light-vehicle sales in 2026 and 36.6% in 2027. This will be driven by new model launches, lower prices, and stricter emissions targets.

EU Automotive Package

In December 2025, the European Commission unveiled its Automotive Package. It introduced a revised CO₂ reduction pathway and compliance mechanisms between 2030 and 2035.

Previously, carmakers had to cut tailpipe CO₂ emissions of passenger vehicles by 100% by 2035. Under the proposal, they will instead need to reach a 90% reduction compared with 2021 levels. The remaining 10% will be offset through low-carbon steel, e-fuels, and biofuels. So, PHEVs, EREVs, FHEVs, mild hybrids, and even pure internal-combustion vehicles (ICE) could remain available beyond 2035.

The package also suggests greater flexibility for the 2030 target. Manufacturers could get a three-year compliance period between 2030 and 2032 to achieve the 55% emissions reduction. For LCVs, the 2030 CO₂ reduction target would be eased from 50% to 40%, acknowledging slower electrification progress.

Additional proposed measures include mandatory zero and low-emission fleet share targets at the member-state level. There could also be updated labelling rules for EV range and energy consumption. ‘Super credits’ for small, affordable EVs produced in the EU are on the table too. A €1.8 billion battery support package is proposed to accelerate the European battery value chain as well.

The proposal remains subject to approval by both the EU Parliament and the EU Council. This means it is not reflected in EV Volumes forecast. However, if adopted as outlined, EVs may only account for between 55% and 60% of European light-vehicle sales by 2030. This would increase to between 80% and 85% by 2035. By 2040, this may hit between 90% and 95%.

These projections assume emissions balancing between 2030 and 2032 and continued alignment of national policies. Several markets, such as Norway, Sweden, and the Netherlands, are likely to maintain stricter targets. While currently committed to a 2030 ICE ban, the UK is expected to follow the EU’s revised framework.

Non-Triad measures

In non-Triad markets, EV volumes rose for the fourth consecutive year in 2024. This was thanks to greater product availability, stronger incentives, and lower import duties in selected countries. Combined EV sales reached 1.36 million units in 2024, up 34.2% year-on-year.

Light-vehicle sales managed the economic impact from US trade tariffs better than expected in 2025. However, EV Volumes has slightly decreased the 2025 light-vehicle sales growth forecast to 4.4%.

Indonesia introduced VAT exemption for low-emission vehicles in January and a reduced VAT rate thereafter. Japan increased the budget for EV subsidies under the Clean Vehicle Energy Subsidy Programme. India cut import duties for premium EVs as part of a new manufacturing programme in June.

Thailand revised its EV policy to encourage exports and prevent domestic oversupply. Each EV produced for export now counts as 1.5 units toward local production obligations.

In response to US tariffs, South Korea launched temporary stimulus measures. This includes financing support and higher EV subsidies. It is also planning additional tax exemptions for EVs. Accordingly, the EV share in non-Triad countries is forecast to reach 6.9% in 2025, hitting around 2.2 million units.

However, budget constraints driven by economic concerns may limit future incentive schemes. Several countries have introduced new tariffs on imported vehicles. This includes a 50% tariff in Mexico and up to 30% duties in Turkey. There will also be an end to incentives for imported, completely built-up BEVs in Indonesia.

The EV share is projected to reach 17% in 2030, 41.8% in 2035, and 76.8% in 2040. This generally lags the global adoption curve by about five years until 2035.

Inside the record-breaking Brussels Motor Show 2026

In the absence of the Geneva International Motor Show, carmaker and consumer attention has shifted to Brussels. With a fresh international focus, many brands used the event to premiere upcoming models. Autovista24 journalist Tom Hooker reviews the main talking points from the Brussels Motor Show.

With 67 brands and many global premieres, the Brussels Motor Show’s presence on the international stage is growing. It also plays host to the Car of the Year award, one of the industry’s most well-recognised accolades.

Despite its increasing stature, the Brussels Motor Show remains close to its roots. Historically a sales-focused event, it carries a heavy importance for the Belgian new-car market. Additionally, plenty of commercial vehicles and motorbikes are on display. This domestic and international proposition makes it stand out as an automotive event.

Premieres at Brussels Motor Show

Kia showed off four models at the Brussels Motor Show. One of these was the EV2, a B-segment crossover SUV. Positioned as the brand’s smallest and most affordable battery-electric vehicle (BEV) in Europe. It has an estimated WLTP driving range of up to 448km and will offer bi-directional vehicle-to-load (V2L) charging.

Kia EV2 at Brussels Motor Show — *Source: Autovista24*

BMS photo 2 alt text: Kia EV3 GT at Brussels Motor Show — *Source: Autovista24*

Production of the BEV will begin in the first quarter of 2026, with the standard-range model. This will be followed by a long-range version and a ‘GT Line’ variant, with market launches due to be announced closer to the start of sales.

The manufacturer’s other three reveals also derived from its GT model range. This included the EV3 GT, EV4 Hatchback GT and EV5 GT. Production of these three models will start in the second half of 2026.

Meanwhile, Hyundai presented the world premiere of the Hyundai Staria Electric, a BEV multi-purpose vehicle (MPV) with an 800-volt architecture. It will go on sale in Europe and Korea in the first half of 2026.

The MPV was joined by the Concept Three, which was confirmed as the precursor to the Ioniq 3. The model will be a compact BEV designed and produced in Europe. Elsewhere, the updated Ioniq 6, a mid-size BEV sedan, made its first European motor show appearance.

Mazda’s new BEV

Mazda unveiled the CX-6e at the Brussels Motor Show, a crossover BEV SUV. Claiming a WLTP range of up to 300 miles (482km), it is scheduled to launch in the UK this summer. Mazda also premiered its new CX-5, the third generation of the brand’s best-selling model.

Two Toyota Hilux models at Brussels Motor Show — *Source: Toyota*

Suzuki E-Vitara driving on a road — *Source: Toyota*

Elsewhere, the Toyota Hilux marked its European debut at the show. The ninth generation of the model will be offered for the first time as a BEV from April 2026.

It will also be available as a hybrid from July 2026, which Toyota claims will be the volume-selling model. Additionally, petrol and diesel versions will be offered in selected markets.

Meanwhile, Suzuki’s E-Vitara enjoyed its European premiere. The SUV is the carmaker’s first BEV, which it hopes will be a brand turning point. Meanwhile, Isuzu hosted the European premiere of the new D-Max pick-up, fitted with a newly developed diesel engine.

Subaru held the European premiere of the e-Outback and Uncharted. The latter is the brand’s first compact BEV SUV. It will be available in both all-wheel drive and front-wheel drive, with a range of up to 600km for the long-range version.

Chinese premieres at Brussels Motor Show

BYD showcased the Atto 2 DM-i at the Brussels Motor Show. The compact plug-in hybrid (PHEV) SUV offers a WLTP combined range of up to 1,000km. First deliveries of the model are expected early this year.

BYD Atto 2 DM-i at Brussels Motor Show — *Source: Autovista24*

Leapmotor B03X outside — *Source: Autovista24*

Leapmotor unveiled the B03X for the first time in Europe, a B-segment BEV SUV. It is the carmaker’s first model to be developed on a new global platform. It also showcased the B05, a C-segment hatchback, featuring a WLTP range of 460km.

The marque also expanded its B10 powertrain to include an extended-range electric vehicle (EREV), capable of a 900km combined range. SAIC-owned MG held the European Premiere of its S6. The electric C-segment SUV is available with a single or dual motor, offering a WLTP range of up to 301 miles (529km).

More market entrants

Also enjoying a European premiere was KGM’s Actyon Hybrid, a D-segment SUV. Xpeng also celebrated a continental debut with the P7+, the brand’s first AI-defined vehicle. The 800-volt BEV fastback with a WLTP range of 530km will be produced by Magna Steyr in Austria.

KGM Actyon Hybrid at Brussels Motor Show — *Source: Autovista24*

Xpeng P7+ on snow road — *Source: Autovista24*

Zeekr arrived with the 7GT, a D-segment BEV. The station wagon boasts an electric range of up to 655km in the long-range rear-wheel drive version. Meanwhile, the all-wheel drive variant accelerates from 0-100kph in 3.3 seconds.

Nio used the Brussels Motor Show to announce its Belgian market entrance with the ET5 Touring and EL6 First Editions. Livan presented the X6 Pro, a petrol-powered SUV.

European premieres at Brussels Motor Show

Peugeot chose the Brussels Motor Show as the place to host the world premiere of the new 408. The C-segment sedan is available as a BEV, PHEV and mild hybrid. The all-electric version offers V2L capabilities and a WLTP range of 456km.

Peugeot 408 at Brussels Motor Show — *Source: Autovista24*

Opel Astra Sports Tourer at Brussels Motor Show — *Source: Autovista24*

Fellow Stellantis brand Opel held a world premiere for the new generation of the Opel Astra and Astra Sports Tourer. The former will be available as a combustion engine, a hybrid, a PHEV and a BEV. The all-electric version of the Astra boasts a WLTP range of 454km.

Citroën’s centrepiece was the premiere of the ELO concept car. The model is built on an electric architecture and can seat up to six people. The interior can be turned into a sleeping space for two people, a home cinema, or a power supply.

DS Automobiles threw the covers off the N°4 Concept. The model was designed by the DS Design Studio and DS Penske Formula E Team driver Taylor Barnard.

Lancia used the Brussels Motor Show as a chance to outline the main projects behind the brand’s relaunch strategy. The carmaker has a particular focus on product and commercial development across European markets. Additionally, the Fiat 500 Hybrid made its international debut in Brussels.

Award winners

One of the highlights of the Brussels Motor Show was the Car of the Year award. A panel of senior motoring journalists across 23 countries voted between seven new models. The winner was the Mercedes-Benz CLA, followed by the Skoda Elroq and Kia EV4.

Mercedes-Benz CLA at Brussels Motor Show — *Source: FEBIAC*

Mercedes-Benz GLB at Brussels Motor Show — *Source: FEBIAC*

Mercedes-Benz also held the world premiere of the GLB at the event. The SUV launched with two BEV variants that feature 800-volt technology and a WLTP range of up to 631km. The GLB also has vehicle-to-grid (V2G) and vehicle-to-home (V2H) charging capabilities. An entry-level model is planned, as well as a hybrid version.

Porsche revealed two European premieres, the Cayenne Electric and the Macan GTS. The former is the most powerful Porsche ever, reaching 0-100kph in 2.4 seconds.

Ford held the world premiere of its facelifted Ranger pick-up truck at the Brussels Motor Show. The brand’s BlueCruise’ hands-free autonomous driving feature has been added to the model. The updated Ranger is scheduled to begin deliveries in May 2026.

Ford Ranger PHEV at Brussels Motor Show — *Source: FEBIAC*

Tesla on a city road. — *Source: FEBIAC*

Meanwhile, Tesla hosted the European premiere of the Model 3 Standard. The BEV is the carmaker’s affordable model to date, with a WLTP range of 534km.

Monthly Market Update: How did Europe’s major used-car markets perform in 2025?

Europe’s biggest used-car markets faced many external factors last year. This included an unstable economic environment, affordability issues, regulatory changes and technological challenges. So, how did used-car markets close out an eventful 2025? Autovista24 journalist Tom Hooker delves into the data with regional experts.

Used-car markets in Austria, France, Germany, Italy, Spain, Switzerland and the UK experienced one consistent trend last year. Residual values (RVs), expressed as a percentage of retained new-car list price (%RV) after 36 months and 60,000km, fell.

However, this was not the only trend that saw significant changes. List prices and supply also saw noticeable increases across most major European markets. Meanwhile, used cars between two and four years old sold more quickly on average.

Varied used-car values

Compared to December 2024, %RVs slumped across Europe’s biggest used-car markets last month. The largest drop was suffered in Italy, recording a 4.6 percentage point (pp) downturn. Switzerland also endured a steep slump of 4pp, while Spain posted a 3.8pp decrease in %RVs year on year.

While %RVs show value retention in percentage terms, absolute trade RVs display values in currency terms. When benchmarked against December 2024, nearly every observed market saw this metric rise. Italy and Switzerland were the exceptions, suffering 10.3% and 3.1% declines, respectively.

Conversely, Austria witnessed the highest RV growth of 6.7% in December. This was followed by the UK, which recorded a 4% increase.

Europe’s soaring list prices

Another recurring pattern in 2025 has been rising new-car list prices. Almost every observed market saw this metric increase in December. This was apart from Italy, which posted a 0.9% year-on-year fall.

List prices saw the biggest increase in Spain, up by 10.5%. France and the UK also saw significant surges of 7.4% and 7.1%, respectively.

The demand for two-to-four-year-old cars rose year on year in most of these markets. The UK and Spain saw the sales-volume index (SVI) in this age bracket soar by 30.7% and 30.6%, respectively. Germany also saw a strong increase of 16.1%. However, Italy and Switzerland recorded a drop in this metric. The former posted a 3.2% slide, while Switzerland witnessed a marginal 0.2% decrease.

Two-to-four-year-old cars sold faster across most of Europe’s major used-car markets compared to 12 months prior, except for France. Models left forecourts 6.3 days sooner on average in Italy, as Austria shifted stock 5.6 days faster year on year.

Market headwinds in Austria

‘Austria’s SVI for two-to-four-year-old passenger cars fell by 3.9% in December compared to November. Year on year, the SVI declined by 3.6%, reflecting continued market headwinds and somewhat weaker demand,’ noted Robert Madas, Autovista Group’s regional head of valuations.

The active-market volume index (AMVI) remained stable, showing no month-on-month change. Compared to December 2024, supply was up slightly by 0.9%. This indicated a modest recovery in available stock within this age bracket.

The average time needed to sell a used car in December was 65.9 days, up by 0.9 days compared to November. Year on year, this metric improved significantly by 5.6 days, suggesting faster turnover despite seasonal challenges.

Diesel leads the way

Among powertrains, used diesel-powered continued to lead in turnover speed, taking an average of 60.7 days to sell.

This was followed by petrol-powered models at 64.8 days. Then came full hybrids (HEVs) at 67.6 and plug-in hybrids (PHEVs) at 73.3 days. Battery-electric vehicles (BEVs) again showed significantly improved turnover speed but continued to take the longest time to sell at 77.5 days.

%RVs stood at 47.3% in December. This represented a 0.1pp increase month on month but a slight 0.1pp fall year on year. In absolute terms, the trade RV was €22,176.5. This figure was virtually unchanged from November but 6.7% higher year on year.

HEVs retained the highest trade value at 49.8%, followed by petrol cars at 49.3%. Then came diesel models with 48.2% and PHEVs with 44.9%. BEVs held the lowest %RV once again, at 38.5%. However, this was an improvement of 0.9pp month on month.

‘Looking ahead, %RVs are expected to decline slightly in the next few years. In December 2026, a 0.7% decline compared to December 2025 is forecasted. A 0.6% decrease in 2027 is expected to follow,’ forecasted Madas.

Used-car stability in France

Overall, RVs remained quite stable in France during December. The difference observed was linked to the absence of many Peugeot models in the comparison.

‘This was due to a significant list price increase 36 months ago. Therefore, both RVs and %RVs for PHEVs, diesel-powered models, and BEVs became artificially inflated in the results,’ explained Ludovic Percier, Autovista Group’s senior RV analyst for France.

Comparing December to the beginning of 2025, increasing list prices have not helped %RVs. The latter metric decreased by 2.4pp year on year, as list prices rose by 7.4%. This resulted in an absolute RV increase of 2.6%. Even in November, with all Peugeot models available, this metric still saw a 1% year-on-year growth.

‘Customers drive the used-car market. This means that increasing list prices are not going to help grow RVs significantly in the sector,’ Percier highlighted.

Mixed powertrain performances

Petrol followed the overall used-car market trend. Meanwhile, diesel fared better thanks to a lower supply on the new-car market. It also benefited from strong demand in the used-car market relative to other powertrains.

‘Hybrids %RVs saw a drop compared to December 2024. This was because more models are now available from mass-market brands, albeit with a lower RV performance. In comparison, Toyota was one of the only big hybrid carmakers in the past,’ said Percier.

PHEVs were stable in terms of absolute RVs compared with 12 months prior. This is even though more premium vehicles are now available with better ranges. The used-car market is crowded with PHEV offers, and the current number of buyers cannot compensate for this.

This is mainly due to the return of leased vehicles to the market. These models were taken by companies in 2022 due to fiscal advantages.

BEVs followed the general market trend, with higher list prices and greater ranges. The technology’s absolute RVs increased slightly in December. Conversely, BEV %RVs fell by 1.5pp year on year.

Germany’s used-car stock recovery

Following a strong November, used-car demand in Germany softened slightly in December. The SVI fell by 0.8% month on month. Compared to December 2024, the SVI declined by 3.5%, indicating persistent pressure on demand.

‘Meanwhile, the AMVI continued to increase. The metric rose by 3.9% compared to November, which suggested a notable improvement in supply. Year on year, the AMVI surged by 16.1%, confirming a strong recovery in stock availability within this age bracket,’ commented Madas.

The average number of days needed to sell a used car in December was 61 days. Compared to November, this was down by 1.4 days, while it marked a decrease of one day year on year. This implied a faster turnover compared to previous months.

The average turnover speed of BEVs increased month on month. The technology was the fastest-selling of any powertrain at 55.3 days. Then came HEVs at 57.9 days. PHEVs followed closely at around 58.7 days, while diesel-powered cars took 61.5 days to sell. Petrol-powered cars sold the slowest, at 63.4 days.

Declining residual values

‘%RVs stood at 48.1% in December, down 0.1pp month on month and 1.5pp year on year. In absolute terms, the trade RV was €21,585.2. This translated to a 0.7% increase month on month and a 2.4% rise year on year,’ outlined Madas.

Petrol cars led the market with a %RV of 49.9%. Then came diesel cars and HEVs, both at 49.2%, followed by PHEVs at 44.2%. BEVs decreased slightly and again retained the lowest level of value at 36.9%.

Looking ahead, RVs are expected to remain under pressure. By the end of 2026, %RVs are forecast to decrease by 1.4% compared with December 2025. Pressure will likely ease in 2027, with a smaller decline of 0.7%.

Italy’s downward used-car trend

December ended largely in line with the trend that has consolidated throughout 2025, without any last-minute surprises. On average, the RV of used cars at 36 months and 60,000 km dropped by nearly €2,000 year on year. This corresponded to a 4.6pp %RV decrease.

‘Looking ahead, we expect this downward trend to continue over the next two years, albeit at a slower pace, reaching a point of stabilisation around 2028,’ forecasted Marco Pasquetti, Autovista Group’s cluster head of forecasting for Spain and Italy.

Out of all powertrains, PHEVs lost the most ground compared to last year. %RVs fell from 44.2% to 36.9%. Meanwhile, BEVs saw the lowest value retention, holding only 26.2% of their original value after 36 months.

Conversely, diesel-powered models and HEVs held better %RVs, at 47.9% and 47.3% respectively. However, these two powertrains also saw significant year-on-year declines.

The SVI was up slightly by 3.5% year on year, while the AMVI showed a moderate decrease of 3.2%. However, these variations were not substantial enough to suggest any abrupt market shifts.

It is too early to assess the impact of potential emission target revisions by the European Commission on used cars. However, developments are being closely monitored.

‘It is reasonable to expect that automakers will adjust their industrial strategies to meet the new objectives, and governments will likely revise incentive plans for adoption. Therefore, it will be crucial to follow the next steps of all stakeholders to fully understand the implications,’ noted Pasquetti.

Positivity in Spain

‘Spain approached the end of 2025 bolstered by strong macroeconomics and generally positive projections. GDP growth sat close to 3%, leading the Eurozone in this regard,’ explained Ana Azofra, Autovista Group’s head of valuations and insights, Spain.

‘Spain also benefited from an increasingly robust labour market and strong domestic demand. This demand has also been reflected in strong new-car sales figures. Although the final results are not yet known, it will be close to pre-pandemic levels, exceeding one million units,’ she stated.

All sectors contributed to this growth. The car-rental channel provided a boost in the first half of the year. Then the private market saw strong growth in the second half. This was accompanied by more moderate but steady increases in the business channel throughout 2025.

This positive market behaviour was not only reflected in the volume of new car sales. It was also displayed in the shift towards more sustainable vehicles. From January to November, electric vehicles (EVs), including BEVs and PHEVs, have increased their market share by more than 8pp year on year.

Furthermore, the recently published Auto Plan 2030 will incentivise the purchase of EVs and expand charging infrastructure. The scheme will help reinforce this positive trend towards electrification.

Low pressure on transaction values

‘This positivity was reflected in the used-car market. Not so much in terms of volume, where growth has been more moderate, but in terms of the low pressure on transaction values,’ said Azofra.

The average price of a three-year-old car with 60,000km in December was €20,032.1, 3.5% higher than in December 2024. The outlook for 2026 is also moderately positive.

In general, the data in the report shows a market that is far from saturated, with very limited stock. The most striking case is that of BEVs.

‘In December 2024, pressure from manufacturers to meet CAFÉ targets increased pressure on BEV sales, which largely ended up swelling stocks in the second-hand market. During this period, the technology was difficult to sell,’ she highlighted.

On average, a BEV took 129 days to sell in December 2024, almost 50 days longer than it takes today. In December 2025, a BEV was the second fastest-selling model in Spain, namely the Tesla Model Y.

This was unusual, as the ranking is usually dominated by hybrid vehicles, which continue to see high demand. First place went to the Yaris Cross, which had already been posting record figures for several months. The MG ZS took third.

Switzerland’s ongoing used-car pressure

After a slight fall in October and November, used-car demand in Switzerland showed further weakness in December. The SVI slipped by 0.3% month on month and was 0.8% lower year on year. This signalled ongoing pressure in the market.

‘The AMVI edged up by 1.1% compared to November. However, it fell slightly by 0.2% year on year. This confirmed that supply remains tight despite a small monthly improvement,’ commented Madas.

%RVs held steady at 42.4% in December, with no month-on-month change. Compared to December 2024, this represents a 4pp decline, underlining significant depreciation pressures. In absolute terms, trade RVs rose marginally to CHF 26,369.6 (€28,392), up 0.2% month on month but down 3.1% year on year.

HEVs retained the most value of any powertrain in November by far at 46.9%. Then came petrol-powered cars at 43.9%, diesel-powered models at 42.3% and PHEVs at 40.1%. BEVs continued to be the worst-performing powertrain, holding only 35.8% of their original list price.

Faster turnover speeds

The average amount of time needed to sell a used car in December was 77.7 days, up 0.6 days from November. Year on year, this metric improved by 5.3 days, indicating faster turnover compared to last year despite a seasonal slowdown.

Petrol-powered models sold fastest at 74 days, followed by HEVs at 74.2 days and diesel cars at 81.5 days. BEVs improved significantly year on year, with an average turnaround time of 78.3 days. This meant they sold slightly faster than diesel cars and significantly faster than PHEVs, which took 90.3 days to leave forecourts.

Looking ahead, %RVs are forecast to decrease further in the coming years, but at a slower pace. By the end of 2026, %RVs are expected to fall by 1.7% compared to December 2025. A further 0.4% drop is anticipated in 2027.

BEV RVs settle in UK

In December, the average %RV of a three-year-old car stood at 49.5% of its original cost-new price. This marked a 0.8pp increase compared to November. However, when measured against December 2024, RVs were down by 1.5pp. This aligned with the expectations outlined in the RV Outlook.

Powertrain performance varied. Petrol model %RVs fell by 2.3pp year on year, while PHEVs dropped 2.4pp. Hybrids were more resilient, declining only 0.2pp compared to 12 months prior.

‘Conversely, diesel-powered models defied the downward trend, rising by 2.8pp. This was likely supported by reduced availability following the ongoing shift away from diesel in the new car market,’ noted Jayson Whittington, Autovista Group’s regional head of valuations, UK.

‘BEV %RVs fell by 1.3pp as they continue to settle into a sustainable price point. This was despite being the fastest-selling powertrain throughout 2025,’ he highlighted.

Sales activity slowed toward the end of the quarter. The SVI reported an 11.8% drop in cars sold compared to November. This seasonal dip is typical and even represented an improvement over the same period last year.

Meanwhile, the AMVI recorded a 13.7% month-on-month increase. This rise is unlikely to concern dealers, as January traditionally brings a surge in used-car demand.

‘Looking ahead to 2026, RVs are expected to depreciate at a slower pace, averaging a 1% decline. With wholesale supply remaining steady and retail demand healthy, there is currently a good balance between supply and demand. This should support a stable outlook for RVs in the year ahead,’ forecasted Whittington.

What do UK BEV sales reveal about the 2025 ZEV mandate?

The UK’s new-car market ended 2025 with growth. But what happened with battery-electric vehicle (BEV) deliveries? Did they reveal a zero-emission vehicle (ZEV) mandate problem? Autovista24 special content editor Phil Curry reviews the numbers.

The UK’s new-car market ended 2025 well, growing 3.9% year on year in December, according to data from the SMMT. In total, 146,249 passenger cars were delivered to customers in the month, 5,463 units more than in December 2024.

December was the sixth month of improvement for the UK market last year. With a uniform mix of ups and downs, 2025 provided a mixed reception for new cars. Internal-combustion engine (ICE) popularity dropped, the full-hybrid (HEV) sector slowed, and BEVs were polarising.

However, the overall picture of 2025 was one of positivity. For the first time since 2020, the market achieved over two million registrations across the 12-month period. In total, 2,020,520 new cars were registered, a 3.5% improvement against 2024.

But with challenges continuing, will the country’s new-car momentum continue, and can potential new-car buyers be inspired in the year ahead?

A complex picture

While the figures are encouraging, the UK’s automotive industry encountered a number of hurdles last year. Many of these related to electric vehicles (EVs), as the government sought to encourage uptake, while evening the tax balance.

The ZEV mandate required 28% of a carmaker’s fleet sold last year to be either battery-electric or hydrogen fuel-cell powered. Having come into effect in 2024, this target increases from 22%. This year, carmakers will need to reach 33%.

Earlier in 2025, the UK government made amendments to the mandate, reducing the penalties for missing targets and increasing flexibility. However, it appears this was not enough.

BEVs only made up 23.4% of all registrations, revealing the market as a whole was still behind. This was further away than the 2024 result, with a 19.6%. With both years indicating shortcomings, what does this mean for 2026 and the future of the legislation?

BEV incentives not helping

To help boost BEV uptake, a new incentives programme, the Electric Car Grant, was launched in July, with up to £3,750 (€4,330) being offered against eligible models. However, many options did not meet the requirements for this maximum discount, instead qualifying for the lower £1,500 band.

In late August, the Ford Puma Gen-E and Ford E-Tourneo Courier were the first models to make the top grade.

Since then, just six other models have met the requirements for the maximum discount. Meanwhile, 38 derivatives now sit in the second band. This includes cars from Volkswagen Group, Kia, Renault Group and Stellantis.

The SMMT highlighted that more than 160 BEVs could be purchased at the end of 2025. Therefore, 28.8% of available BEVs were eligible for the Electric Car Grant, and only 5% qualified for the maximum subsidies.

This meant manufacturers continued to shoulder the burden of driving up demand, especially to meet the ZEV-mandated target. According to the SMMT, carmakers subsidised BEV sales themselves by more than £5 billion, equivalent to around £11,000 per unit.

A future shock?

While a push for electrification intensified last year, there were also many mixed messages. In April, BEV models became eligible for vehicle excise duty (VED). This meant that drivers are required to pay £10 for their vehicle’s first year of registration, then £195 a year after.

Exemption from the Expensive Car Supplement was scrapped, although the threshold was later raised from £40,000 to £50,000 for BEVs. From the second year of registration, models receive an additional annual tax of £425. This is on top of the standard rate for five years.

In the November Budget, plans for a ‘pay-per-mile’ scheme for BEVs and plug-in hybrids (PHEVs) was announced. eVED is set to come into effect in 2028 and will see all-electric models pay 3p per mile, while PHEVs will be charged 1.5p. However, these vehicles will also be paying fuel duty, making their overall rate per mile much higher.

From the start of 2026, BEV drivers must also pay London’s congestion charge, from which they were previously exempt.

Ban ahead

These changes come as the EU is looking to push back its 2035 ban on new petrol and diesel car sales. Its earlier targets could also be more flexible, with banking and borrowing allowed between 2030 and 2032

According to Auto Express, the UK government plans to stick to its plans for a new-car petrol and diesel ban from 2030. Yet, with lacking BEV registrations and tax changes likely to put a strain on demand, further consideration may be needed.

‘Rising EV uptake is an undoubted positive, but the pace is still too slow and the cost to industry too high. Government has stepped in with the Electric Car Grant, but a new EV tax, additional charges for EV drivers in London and costly public charging send mixed signals,’ commented SMMT chief executive Mike Hawes.

‘Given developments abroad, government should bring forward its review and act urgently to deliver a vibrant market, a sustainable industry and an investment proposition that keeps the UK at the forefront of global competition,’ he added.

BEV growth misses the mark

Despite the rollercoaster of announcements, BEVs ended 2025 with solid growth. In total, 473,348 units were delivered to customers, a rise of 23.9% compared to the same period in 2024. This equated to an increase of 91,378 units, according to Autovista24 calculations of SMMT figures.

The 23.4% BEV market share was up by 3.8 percentage points (pp) year on year. However, this indicated below the 28% required of carmakers by the ZEV mandate. Since the first eligible vehicles for the Electric Car Grant were announced in August, this share has increased by just 0.8pp. Yet growth slowed, dropping from 29.5% across the first eight months of 2025 to the 23.9% recorded after 12 months.

December saw a registration improvement of 8%, with 47,139 BEVs taking to UK roads in the month. This was enough for a 32.2% market share, up by 1.2pp. This was the second consecutive month of single-digit growth, following a 3.6% rise in November.

The monthly results may be skewed by a pull-forward effect from the previous year. Carmakers rushed registrations into 2024, as they sought to meet the ZEV mandate requirement of 22%. With stricter penalties for missing this target, numbers in November and December 2024 may have been inflated. This makes the comparison with this year’s figures imbalanced.

Standout performance from PHEVs

In terms of volume growth, the best powertrain performance of 2025 came from PHEVs. With a 34.7% rise across the 12-month period, 225,143 units made their way to customers. This was 57,965 more registrations than the whole of 2024.

The result meant the powertrain’s market share remained stable from November’s year-to-date result at 11.1%. This was up by 2.5pp year on year.

In December, PHEVs proved to be the standout powertrain. Volumes grew by 32.9% in the month, with 16,898 units delivered. This was enough for an 11.6% share of total registrations, up 2.6pp year on year.

This growth is especially impressive considering PHEVs are not eligible for the Electric Car Grant. Yet volumes were still some way off from BEV totals.

Combining BEVs and PHEVs, the EV market saw growth of 27.2% in 2025, with 698,491 registrations. This gave it a 34.6% share of the market, up 6.5pp.

In December, EV deliveries increased by 13.6% to 64,037 units, giving the technology a 43.8% market share. This 3.8pp increase allowed the technology to beat ICE registrations for the first time, albeit by just 0.2pp. However, EVs have closed the gap from a 26.2pp difference since January. Should this continue, the UK will start 2026 with a shift in powertrain dynamics.

Hybrid slowdown continues

While EVs powered forward in 2025, HEVs saw slower sales growth. Unlike other major European markets, the UK does not combine full and mild-hybrid (MHEVs) models into one category. Instead, MHEVs are included within their respective petrol and diesel markets.

At the end of 2025, HEVs represented 13.9% of total registrations across the year. Volumes grew by 7.2%, with 280,185 units taking to UK roads.

This performance meant that over the 12 months of the year, HEVs were just 2.8pp ahead of PHEVs in terms of market share. This gap has narrowed slowly across the year, a trend that could continue into 2026.

In December, HEVs accounted for 18,430 registrations, up 3% year on year. This gave the powertrain a 12.6% market share, down by 0.1pp compared to the same month in 2024.

Adding HEVs to the EV total, the electrified market ended the year with 978,676 registrations, an improvement of 20.7% year on year. Despite a 6.9pp increase, their 48.4% share was not enough to topple ICE.

However, in December, electrified deliveries outperformed ICE for the fourth consecutive month, accounting for 56.4% of all registrations. With an 11% jump and 82,467 units leaving dealerships, this sets up the UK market for electrified dominance in 2026.

Petrol and diesel struggle again

Petrol deliveries were down by 8% across the 12 months, with 937,938 registrations. This was 81,190 units below its tally in 2024. The powertrain still dominated the UK new-car market, with a 46.4% share of deliveries, but this was down by 5.8pp year on year.

Diesel’s decline continued, with just 103,906 registrations, a 15.6% fall compared to 2024. In total, 19,198 fewer units were delivered to customers. The technology’s 5.1% market share was down by 1.2pp.

In December, petrol registrations fell by 3.1%, with 57,607 units making their way to customers. This was enough for a 39.4% market share, down 2.8pp. There was just 7.2pp between petrol and BEVs in terms of share, the closest the two powertrains have been all year.

Yet this may also have more to do with market manipulation in December 2024 than BEVs proving more popular. In that month, carmakers likely held back petrol deliveries to help them meet their BEV targets. This resulted in a 20.9% drop in registrations for the fuel type, their biggest fall since June 2022.

Diesel suffered a 12.5% decline in December, with 6,175 deliveries. This was good enough for a 4.2% market share, down 0.8pp.

Is ICE dominance over?

The ICE market ended 2025 as the dominant force in terms of volumes. In total, 1,041,844 petrol and diesel models were registered, down 8.8% year on year. The group still led the market with a 51.6% share, although this was down by 6.9pp.

Yet the ICE market seems to have finally run out of fuel. It was beaten by EVs and electrified models in December. 63,782 UCE units were registered, a 4.1% decline. This gave the powertrain group a 43.6% share, down 3.6pp compared to the same month in 2024.

If 2026 begins as 2025 ended, the year will see a shake-up in powertrain dynamics for the UK market. ICE will no longer dominate, with EVs and electrified models out ahead. But with tax changes and confusion over the electrification direction, 2026 may be a rollercoaster for the country’s new-car market.

Wuling Mini records outstanding global BEV market triumph

The Wuling Mini led the global battery-electric vehicle (BEV) market in October 2025. Does this mean there is a new contender for the throne this year? Autovista24 editor Tom Geggus analyses the latest data from EV Volumes.

Globally, sales of new BEVs reached 1,371,557 units in October 2025, equating to year-on-year growth of 28.8%. Throughout the first 10 months of the year, the growth was even more pronounced, up by 32.7%. This meant 11,124,595 new all-electric cars took to roads across the world.

Plug-in hybrid (PHEV) deliveries increased by 22.4% across the same time period, with 6,185,446 units moved across the world. In October, it only recorded growth of 7.8% with 752,358 sales recorded.

China’s slowing PHEV market

Much of this year’s downturn has fed through from China. The country accounted for 71.8% of all PHEV sales between January and October. In the first 10 months of 2024, the country saw deliveries of the technology grow by 84.1% year on year. Across the same period this year, this growth rate was down to 18.7%.

So far, 2025 has seen a more stable performance from BEVs. After a comparatively slower January, year-on-year growth accelerated in February to 56.9%, before hitting 25.2% in May and stabilising.

While most of the world’s all-electric cars were sold in China, it was a lower percentage than PHEVs at 59.5%. However, this might have been to the powertrain’s detriment, as the country saw BEV sales increase by 37.2% year-on-year. This was an improvement from the 15.3% growth recorded at the same time last year.

The country’s accelerating all-electric car market was also reflected in the best-selling models’ table. Eight of the top 10 BEVs came from Chinese brands in the first 10 months of 2025. In October, a model from the country even managed to take first place.

Wuling Mini takes first

In October, the Wuling Mini was able to dethrone the long-standing market leader, the Tesla Model Y. It saw sales increase by 78.8%, with 61,139 units hitting the roads. This meant it made up 4.5% of all new BEV sales in the month, 1.3 percentage points (pp) from October 2024.

Meanwhile, the Tesla Model Y saw its sales slip by 3.9pp to 4.1%, putting it in second place. Its fortunes were reversed compared to the Wuling Mini, with sales down by 34.7% year on year to 55,920 units.

The Geely Geome Xingyuan, also known as the EX2 in some markets, finished third in October. Its sales soared by 192.7% to 44,289 units. This meant its market share grew by 1.8pp to 3.2%.

Not far behind was the BYD Seagull, also known as the Dolphin Surf. While it also accounted for 3.2% of the global BEV market, this was down 2pp as its sales dropped by 20.6% to 43,575 units.

New entrants enjoy success

With its first sales recorded in June this year, the Xiaomi YU7 has performed very well. It came fifth in the global ranking, taking a 2.5% market share. Entering the market at roughly the same time, the BYD Sea Lion 06 finished sixth. It managed 24,800 deliveries and a 1.8% share.

The Wuling Bingo Plus came seventh as its deliveries surged forward by 381.8% to 24,462 units. This meant it represented 1.8% of all BEV sales, up from 0.5% at the same point 12 months ago.

The Tesla Model 3 slipped back down the table as the brand’s quarterly reporting pattern strained results. This trend could not be blamed entirely. Compared with October 2024, it still saw sales fall by 15.1% to 23,220 units. The sedan represented 1.7% of global BEV sales, down from its 2.6% share from 12 months ago.

The BYD Yuan Up, also known as the Atto 2, came ninth, with 23,040 sales, up by 12.3%. However, with increasing market competition, the model saw its market share fall by 0.2pp to 1.7%. The BYD Dolphin came 10^th, as its deliveries slipped by 3.8% to 21,319 units. It represented 1.6% of all BEV sales, down 0.5pp.

Wuling Mini looks to podium

While other models have been gaining ground, the Tesla Model Y continued to rule over the BEV leader board. Between January and October, the crossover recorded a 7.8% share with 862,645 sales.

Its sibling, the Tesla Model 3, held less than half the market share and sales in second. It saw 392,799 deliveries in the first 10 months of 2025, taking a 3.5% share. The Geely Geome Xingyuan held steady, as it also made up 3.5% of global BEV volumes. It was less than 5,000 units behind, after recording 387,803 sales.

With its record October, the Wuling Mini moved up a place, gaining ground on the top three. It posted 348,221 sales between January and October, taking a 3.1% share. With 336,153 deliveries, the BYD Seagull was not far behind, representing 3% of all BEVs sold.

The Xiaomi SU7 held sixth with a 2.1% share and 234,914 sales. The BYD Yuan Plus, also known as the Atto 3, was next. It captured 1.8% of the market thanks to 198,252 deliveries. Its sibling, the BYD Yuan Up, was less than a thousand units behind with 197,363 sales and a 1.8% share.

With a 1.7% share, the BYD Dolphin managed 184,066 sales in the first 10 months of 2025. The Xpeng M03 took 10^th, as it moved 148,236 units for a 1.3% share.

BYD’s new brand

BYD took five spots in the top 10 best-selling PHEVs list in October. The BYD Qin Plus saw sales increase by 30.1% to 36,037 units, giving it a market 4.8% share, up 0.8pp. The BYD Song Plus, also known as the Seal U, came second. However, its deliveries fell by 27.9% to 31,885 units. This meant its market share slumped by 2.1pp to 4.2%.

The BYD Seal 6 finished third after also seeing a decline in sales. With 20,909 units making their way to customers, the model hit a market share of 2.8%, down from 5.6% 12 months ago. BYD’s sub-brand, Fang Cheng Bao, saw its Tai 7 model reach fourth after first recording deliveries in August. It represented 2.7% of the global PHEV market.

Meanwhile, the BYD Song Pro saw a sales decline of 45.4% to 19,396 units. This meant it claimed a 2.6% share, down 2.5pp. The Aito M7 was next as its sales grew by 20.3% to 18,200 units. Its grip on the market strengthened by 0.2pp to 2.4%. Its sibling, the Aito M8, was next with a 2.3% share. The model first recorded deliveries in April this year and reached 17,484 units in October.

The Galaxy A7 was next with a 2.1% market share. It first hit the market in June, reaching a new best in October with 15,888 sales and a 2.1% share. The BYD Qin L also hit a 2.1% share, although this was down by 3.5pp. The model saw sales drop by 60.4% to 15,586 units. With sales first recorded in June, the Chery Fengyun A9 came 10^th with a 1.8% share and 13,378 deliveries.

Seven places for BYD

Between January and October, BYD claimed seven of the top 10 best-selling PHEV positions. The BYD Song Plus remained in first place with a 4.8% share of the market and 294,401 sales.

The BYD Qin Plus was next with a 3.7% share and 228,515 deliveries. Then came the BYD Song Pro in third with 194,645 sales, claiming 3.1% of the PHEV market. The Seal 6 was next with a 3% share and 188,479 sales. The BYD Qin L came fifth with 148,380 deliveries and a 2.4% share.

The Li Auto L6 was not far behind, representing 2.3% of all PHEV sales with 144,882 deliveries. Then BYD returned in seventh with the Destroyer 05, also known as the Seal 05. It captured 2.1% of the market with 131,005 sales.

The BYD Song L was next with a 2% share and 122,530 units hitting the roads. The Aito M8 was in hot pursuit with 121,811 sales, holding 2% of the market. The Galaxy Starship 7, also known as the Starray, came 10^th with a 1.8% share and 110,698 deliveries.

What is an Autovista24 Launch Report?

Every year, dozens of new cars are launched across Europe. Each bring their own benefits to buyers and the wider automotive market. Autovista24 analyses many of these vehicles in the monthly Launch Report series. Special content editor Phil Curry explains the valuable insights on offer.

Carmakers are constantly developing vehicles for the automotive market. This results in either brand-new nameplates or next-generation versions of existing models.

These new cars each aim to offer drivers something different in an increasingly crowded market. This could be through their design, interior options, technological advances or driving characteristics.

While many vehicle reviews will focus on these traits, the Autovista24 Launch Report offers something unique. These monthly vehicle overviews combine a standard review of the car alongside detailed expert analysis and residual value (RV) forecasts.

These combined insights elevate the Launch Report to a key piece of information for automotive industry decision makers.

Launch Report breakdown

Each Launch Report features an interactive dashboard that provides analysis and RV comparisons against three competitors. This information is compiled by experts from key European markets, including Austria, France, Germany, Italy, Spain and the UK.

The Dashboard features an overview of a vehicle’s strengths, weaknesses, opportunities and threats. These areas of examination provide a balanced analysis.

The strengths segment will look at the best elements of a car, while the weaknesses will point out areas that could be improved. The opportunities section looks at the potential of the model in the automotive market. For threats, the experts look at possible competition, and market conditions that could impede success.

Examining residual values

Autovista Group experts will also benchmark RV performance against three direct market competitors. These forecast values are determined after 36 months, and market-specific mileages.

The study shows the recommended retail price for the model and trim level in question. It also provides the expected value after the time and mileage conditions. This is presented together with the RV, expressed as a percentage of the retained original price.

This allows buyers to understand the vehicle’s potential future value. They can then factor this into their purchase decision. This is especially important for fleet buyers, who can understand the financial potential of new models, especially around the average de-fleeting period.

This RV information is provided by each market participating in the Launch Report feature. The data is specific to that country, allowing for a more precise and region-specific understanding of vehicle performance.

Providing the review

Alongside the interactive dashboard, each Launch Report also includes a detailed review of the model itself. This summarises the comments and thoughts of Autovista Group editors, along with Autovista24’s research and experience.

The review provides an analysis of the vehicle and adds more context for the dashboard analysis. They are written by experienced motoring journalists and provide a balanced view of each model.

This includes more information on design, practicality and driving characteristics. Overall, the Launch Report provides buyers with the complete picture of a vehicle.

Alongside the written article, Autovista24 also produces a number of Launch Report videos. These give a visual overview and a detailed look at new models. Alongside this, there is also a breakdown of forecast residual values in select European markets.

PHEV market slowdown sees new model high in China

China saw another month of low plug-in hybrid (PHEV) improvement, as new models made gains on established players. Moreover, with battery-electric vehicle (BEV) deliveries rising, is the country’s electric vehicle (EV) market becoming more diverse? Autovista24 special content editor Phil Curry investigates.

China’s tale of two markets continued in October. BEV deliveries jumped while the PHEV slowdown continued. The month saw 928,863 BEV sales, up 36.6% compared to October 2024, according to the latest figures from EV Volumes.

Meanwhile, the 577,940 PHEV volume reflected just a 4.2% increase. EV Volumes does include extended-range electric vehicles in its plug-in hybrid figures. The result means that in October, BEVs made up 61.6% of the total EV market, while PHEVs accounted for 38.4%.

Across the first half of 2025, PHEVs enjoyed a double-digit improvement. But since July, the powertrain has struggled to exceed mid-single-digit figures.

Across the first 10 months of 2025, 6,620,049 BEVs were sold in China, a 37.2% improvement year on year. However, despite increases, the PHEV market’s growth slowed. The 4,443,977-unit total between January and October was up by 18.7%, but dropped from a much greater cumulative improvement earlier in the year.

Wuling dominates BEV sales

The Wuling Mini dominated the Chinese BEV market in October. In a rollercoaster year for the model, it took control of the market with 61,119 sales. This was a 78.8% year-on-year improvement, as the model pushed for top spot in the cumulative table. It took a 6.6% market share in the month, up 1.6 percentage points (pp).

The Wuling Mini was 16,880 units ahead of its closest rival, the Geely Geome Xingyuan. The Geely model saw 44,239 sales, a 192.4% increase against its first meaningful month on the Chinese market in 2024. This was enough for a 4.8% market share, up 2.6pp compared to 12 months prior.

Third went to the BYD Seagull, with 36,604 sales in October. Despite the high placing, this was a drop of 28.6% from October 2024, when it led the monthly standings. The model was a consistent mid-table performer across the first 10 months of the year. Yet, its 3.9% market share in October was 3.6pp down year on year.

In just its fifth month on the market, the Xiaomi YU7 took fourth. This was thanks to a record total of 33,662 sales, as the model continues to ramp up deliveries. It accounted for 3.6% of all BEV sales in China in October.

It was followed by the BYD Seal Lion 06, with 24,800 units. This was the model’s first placement in China’s top 10 BEV list. Since hitting the market halfway through this year, it took a 2.7% hold of the market in the month.

Tesla struggles in China

Also making its way into the top 10 for the first time was the Wuling Bingo Plus. Despite seeing its sales begin in March 2024, the model passed the five-digit volume mark for the first time. With 24,448 units, this represented a 382% year-on-year increase and a 2.6% market share.

The BYD Yuan Up took seventh, with 19,813 units representing a 2% decline year on year. Its 2.1% market share was 0.9pp down compared to October 2024. The Tesla Model Y dropped to eighth in October, its worst volume month since February. The result followed its quarterly delivery boost in September.

While it performed well in July, its April and October figures suggest a similar trend as seen in Europe. Severe sales drops have followed high periods. It saw 19,488 sales in October and a 46.2% decline compared to the same month last year. This left it with 2.1% of the market, a 3.2pp drop.

Ninth went to the Changan Lumin, with 18,755 units equating to a 10.1% increase. However, its 2% market share was 0.5pp down year on year. Rounding out the table was the Deepal S05, with 18,169 units, and a 1,414.1% increase year on year. However, its deliveries were still ramping up 12 months ago.

Race to the end

After 10 months of 2025, the Geely Geome Xingyuan remained in the lead of the Chinese BEV market. With 387,753 units, it looks set to end the year as the best-selling all-electric model in the country. However, this is not without a challenge.

Jumping into second place, after two months of monthly market-leading performances, was the Wuling Mini. With 348,111 units, it held 5.3% of the market. The Mini was only 39,642 units behind the Geely. The gap may seem large, but a slow month from its rival could provide a small chance of victory.

The Tesla Model Y dropped to third after its poor October performance. In the first 10 months of 2025, it recorded 312,331 sales. It ended the period with a 4.7% market share and a 35,780-unit gap to the Wuling Mini. With its quarterly reporting pattern, the carmaker could still jump into second with a strong December.

New models push forward

The following three models remained stable from September. The BYD Seagull was fourth with 282,740 units, followed by the Xiaomi SU7 in fifth, with 234,521 deliveries. Sixth went to the BYD Yuan Up, with 178,420 units and a 2.7% market share.

Seventh saw a change, with the Xpeng M03 moving up the table thanks to 148,236 units. It overtook the Tesla Model 3, which dropped to eighth, having not featured in October’s top 10. Between January and October, it achieved 146,379 sales, with a 2.2% share of the overall BEV total.

Ninth went to the Changan Lumin thanks to a strong result in October. With 142,163 sales, it took 2.1% of the market. Rounding out the table was the Geely Panda Mini, with 140,434 deliveries in the 10-month period.

New entrant features in PHEV market

The BYD Qin Plus once again topped the monthly PHEV chart, with 35,096 units delivered in October. This was a 29.5% increase year on year. The Qin Plus was the first of five BYD models in China’s PHEV top 10 for the month. However, it was the only one to achieve growth.

Despite sales dropping 50.1% year on year, the BYD Song Plus took second, with 20,613 units sold. This translated to a 3.6% share of the total PHEV market, a drop of 3.9pp.

In third was the Fang Cheng Bao Tai 7, with 20,024 sales. This was just 589 units behind the popular BYD Song Plus. Considering the PHEV began large-volume deliveries in the previous month, this was an impressive performance. The boxy SUV is making its mark in China’s slowing PHEV market, and took 3.5% of total deliveries in the month.

Taking fourth was the BYD Seal 6, with 19,355 units. However, this was a big drop for a model, with volumes down 49.2% year on year. It captured 3.3% of overall PHEV sales, down 3.6pp.

BYD struggles continue

A pair of Aito models came next, with the M7 taking 18,199 sales, a 20.3% rise compared to October 2024. With 3.1% of the market, its share increased by 0.4pp. Following this was the Aito M8, with 17,484 deliveries in its seventh month on the Chinese market. This was enough for a 3% market share.

The Galaxy A7, in its fifth month on sale, achieved 15,888 deliveries with a 2.7% hold of total volumes in seventh. Another pair of BYD models followed in eighth and ninth, with the BYD Song Pro and BYD Qin L, respectively. Both saw large sales declines compared to October 2024.

The Song Pro achieved 15,758 deliveries, a 50.4% fall, with a 3pp drop in market share to 2.7%. The Qin L fell further, down 60.4% to 15,586 units. This was also a 2.7% hold of the total PHEV market, down from 7.1% a year prior.

Closing out the table was the Chery Fengyun A9, in its fifth month on the market. It achieved 13,378 sales and a 2.3% market share.

Clear at the PHEV summit

The cumulative PHEV top 10 remained fairly static. Despite its struggles, BYD filled the top five places and seven of the top 10 positions.

The BYD Qin Plus kept hold of the top spot, with 218,509 units and a 4.9% market share. As the only BYD model in October’s chart to make year-on-year gains, its momentum could carry it forward.

The BYD Seal 06 held second with 175,577 sales between January and October. This gave it a 4% share of total PHEV volumes. The model was 42,932 units behind the Qin Plus, a gap that continues to widen.

Next was the Song Plus, with 170,377 deliveries in the first 10 months of the year. It closed the gap to second in October, with just 5,200 units between it and the Seal 6.

The BYD Song Pro was next, with 154,001 sales and a 3.5% market share. Following this was the BYD Qin L, which jumped a position to fifth with 148,380 deliveries cumulatively. This was good enough for a 3.3% market share.

Good results help strugglers

Having only placed 18^th in October’s sales figures, the Li Auto L6 lost ground to the BYD Qin L, dropping to sixth after 10 months of the year. Its 144,406 total for the period equated to a 3.2% market share.

The BYD Song L, which ended October in 11^th, followed the L6 in the cumulative table. A total of 122,029 units was good enough for seventh, with a 2.7% market share. Both the L6 and the Song L are holding on thanks to good performances earlier in 2025.

However, the Aito M8 continued its rapid approach. Despite having only become available this year, it held eighth with 121,811 units. This was just 218 deliveries behind the BYD model, while it matched its 2.7% market share.

The BYD Destroyer 05 was ninth, with 111,617 sales between January and October. The model placed 23^rd in the monthly sales figures. Rounding out the cumulative table was the Galaxy Starship 7. Its 110,115-unit tally gave it a 2.5% market share.

Can carmakers steer towards a successful 2026?

What has defined 2025 for carmakers? Will these trends continue into 2026? Enterprise sales director Thomas Luxenburger considers the upsides and downsides with Autovista24 editor Tom Geggus.

What do you think the big trends have been for OEMs in 2025?

We need to distinguish between the established OEMs and the newer players, including those trying to strengthen their position. Established carmakers are struggling with declining margins as they lose market share, particularly in former emerging markets.

In China, there is fierce competition between importers and domestic brands, which means lots of pressure on margins. Established brands have been losing local market share, resulting in smaller margins.

This means these companies have less money to invest back into development. The timing could not be worse, as these brands need to put money into the electric vehicle (EV) transition.

Carmakers are also at the forefront of more protectionist politics and policies, such as tariffs. There has also been increased supply chain tension this year, impacting chips and rare earth metals.

To remain competitive, companies are looking to balance the books elsewhere. This can include experimenting with direct sales models or monetising software and services. They have also looked to cut staffing and production costs, with manufacturing moved to more affordable locations.

Carmaker competition

So, new-car markets have seen increased competition this year. How has this impacted pricing, operational strategies and future products?

In terms of development, established players have historically needed up to seven years to bring a new model to market. Meanwhile, new players can develop their cars much faster. Software-defined vehicles take far less time to launch and often cost less. This is pushing established OEMs to accelerate their development process and bring more affordable vehicles to the market.

Think just about earlier generations of battery-electric vehicles (BEVs), established brands offered these at a higher price point. These models have now entered the used-car market and have changed hands once or even twice. But their residual values (RVs) are under pressure from a higher cost-new price.

But now, established brands are under more pressure to increase new-car sales volumes, which means investing in more affordable cars. This means a lower list price between €20,000 and €30,000.

Direct sales model hype?

You mentioned direct sales models earlier. What have carmakers learnt about these systems in 2025?

Following the COVID-19 pandemic, there was a lot of hype for carmakers to do everything by themselves. Some set up a flagship store in a big city and thought brand awareness would secure the business. But now perspectives on that approach have changed.

Previously, I was surprised that a country like Germany did not see larger dealer groups investing in the market from abroad. However, nowadays there is a very different landscape with much larger groups acquiring medium-sized dealers. Additionally, dealers are quite open to new logos and Chinese brands.

This is a totally different situation with larger dealer groups becoming increasingly important and having even greater influence. Meanwhile, new brands are battling each other to acquire their interest.

In this landscape with margins under pressure, direct sales are being considered as an opportunity for OEMs. Premium brands could run direct sales models, but mass market ones might struggle more.

For these carmakers, having dealer groups in the field and closer to the customer is more advantageous. This is because the risk is carried by the dealer, not the carmaker. If the current socioeconomic situation were more stable, the direct sales model would probably be more advanced.

Affordable all-electric cars

Carmakers have been looking to affordable BEVs to stay competitive. Do you think this trend will continue?

The benefit of my job is getting to see cars at an early stage, so we know what is coming down the pipe. There is obviously an appetite to bring more affordable cars into the market. Also, battery chemistries and technologies are advancing, making it possible to reach target groups at a lower price point.

In the coming years, we will see more affordable cars for commuting in urban areas. Even so, carmakers still need to earn money to justify the investment in affordable models, and only volume will cover this.

To reach optimum volumes, there must be marketing, with advertising to reveal this new generation of cars. The price point for mobility is the key. Consumers will need to ask themselves what they really need in the day to day. Is a 500km BEV necessary for urban commuting, or would a solar panel and a home charger make more sense?

But the used-car market is going to play an important role in the future. In the future, internal-combustion engine cars and affordable BEVs will compete in this space in terms of price attractiveness.

I think OEMs need to think about a second or a third used cycle. This means supporting dealerships with the likes of a subscription model for used BEVs. Away from the new car market, this would be a new approach for the powertrain. This would certainly help while registrations continue to recover from a turbulent few years.

Commercial vehicle connection

What about the light-commercial vehicle (LCV) sector, where the electric transition seems far slower. Could 2026 be the year this changes?

I would hope so. You know me, I am LCV addicted. I spoke with some of our colleagues to get their electric LCV adoption forecast, and it will take time. We will not see a significant move in 2026. Change will maybe start in 2027 until the end of the decade.

I think it will take much more time beyond 2030 for potential customers to become fully aware of the powertrain. But I do know OEMs that have not previously offered electric LCVs and are now investigating the technology.

Elsewhere, the hydrogen discussion has become a bit stuck for LCVs. For heavy trucks, it could be a solution in the future, but I would not expect that personally.

I think OEMs will invest in electric LCVs. With the legislation and regulations in the EU, I think this technology will be the way forward. It will take a bit of time, but it will become more important, particularly for the total cost of ownership.

Carmakers and supply chains

You mentioned advancing automotive technology several times. The need for more advanced parts, like chips, has increased accordingly. But how can OEMs protect themselves when supply chains for these parts become disrupted?

It will remain a real challenge. I think OEMs have responded by increasing inventory buffers. We saw this with the disruption of Nexperia chips, where many carmakers tried to fast-track alternatives. It also depends on the contracts and the supply in general.

But OEMs are now seeing more reason to spread their risk. Just counting on one supplier can result in quite a mess. Companies may invest in long-term contracts to ensure supply, as well as buffers and alternatives.

Some carmakers may even look to get rid of some technology. I think development will now emphasise reducing the number of control units a car needs. Less technology means less reliance on these supply chains.

These countermeasures may help OEMs ride the waves of supply chain disruption, but they cannot stop the geopolitical storm. International tensions have a huge impact on the automotive industry, and that is unlikely to change in the short term.

The opportunities and challenges

With all that in mind, what are the biggest challenges and the greatest opportunities for OEMs in 2026?

We can start with opportunities. It is generally hard to say, because I do not have a crystal ball here on my desk. However, I believe that the key lies in the used-car business. This can help support decreasing new-car sales margins.

With the right pricing, taking care of RV development could be a pillar for securing the business or covering decreasing margins. A well-established, certified pre-owned programme could also help.

It is about developing, coaching, and teaching in the established dealer landscape and taking care of these programmes. They could support a stable value of the cars in the market.

Yet, I think the greatest opportunity is to make faster development cycles. The market requires that we move faster technologically. However, this must be done purposefully, not randomly or sporadically. A well-thought-out transition to a new technology will take time.

I think 2026 will be another year of transition. Established brands will need to reduce costs, optimise their workflows and strengthen their value chains. Newcomers wanting to make an impact in Europe will look to acquire dealer groups and bring volume into the market.

This increased competition will likely be reflected in pricing strategies. New brands will be able to quickly gain ground by utilising customer trust in known dealer groups. So, I am not sure whether all OEMs will survive to the end of the decade. There may be another wave of consolidation on the horizon.

Automotive package proposes new internal-combustion engine sales after 2035

The European Commission’s automotive package proposes new internal-combustion engine (ICE) powered vehicles could be sold past 2035 in the EU. Autovista24 editor Tom Geggus unpacks the news and what it means for the region’s automotive industry.

The European Commission’s automotive package has opened the door to greater CO₂ emissions flexibility for carmakers. The proposal comes following pressure from member states and big automotive players.

Under current rules, all new cars and light-commercial vehicles (LCVs) sold in the EU would need to emit zero CO₂ from 2035 onwards. Instead, the automotive package published today considers the possibility of technological neutrality.

What is in the automotive package?

From 2035 onwards, carmakers will only need to cut vehicle CO₂ tailpipe emissions by 90%, compared with 2021 figures. The companies will need to make up for the remaining 10% by using low-carbon steel made in the EU, or from e-fuels and biofuels.

ICE-powered models, plug-in hybrids (PHEVs), mild hybrids (MHEVs), and extended-range electric vehicles (EREVs) will still be available to purchase. Battery-electric vehicles (BEVs) and hydrogen vehicles will also be available.

The 2030 target could also be more flexible, with a ‘banking and borrowing’ scheme between 2030 and 2032. This means manufacturers could get three years to reduce their CO₂ emissions by 55% compared with 2021.

The Commission acknowledged the slower progress of the electric LCV market. It suggested the 2030 CO₂ target for LCVs will be reduced from 50% to 40%.

The automotive package also sets mandatory zero and low-emission vehicle share targets for corporate fleets. These will be set at the member state level to reflect differing levels of market maturity, according to the Commission. The total number of corporate vehicles registered by large companies will then be passed back to the Commission.

The Commission has also updated its car labelling rules, which provide CO₂ and energy performance information to consumers. This will now include electric energy consumption and the range of electric vehicles (EVs). The scope of these labels will also be increased beyond new vehicles. New LCVs, used cars and used vans will also be covered.

Further automotive measures in the EU

The package also proposes the use of what the Commission is calling ‘super credits’. Carmakers will be able to earn these by selling small and affordable electric cars made within the EU. The hope is that this will incentivise the introduction of smaller EVs.

The Commission also stated a €1.8 billion battery booster could accelerate the development of a local battery value chain. Of this, €1.5 billion is earmarked to support European battery cell producers with interest-free loans.

The omnibus proposal could bring savings for businesses and national administrators to €706 million, according to the Commission. This is broken down into €655 million in compliance costs and €51 million in administrative costs.

Alongside the Commission’s other omnibus measures and simplification initiatives, administrative savings could climb to €14.3bn per year. This should help local carmakers concerned about the cost of electrification and the adoption of zero-emission vehicles.

Support for automotive package

‘Innovation. Clean mobility. Competitiveness. This year, these were top priorities in our intense dialogues with automotive sector, civil society organisations and stakeholders,’ said European Commission President von der Leyen.

‘Today, we are addressing them all together. As technology rapidly transforms mobility and geopolitics reshapes global competition, Europe remains at the forefront of the global clean transition,’ she outlined.

Apostolos Tzitzikostas, Commissioner for sustainable transport and tourism, highlighted that Europe’s automotive industry is a cornerstone for the region’s economy. He stated that it contributes 7% towards EU gross domestic product and provides nearly 14 million jobs.

‘With today’s automotive package, we are strengthening the sector’s competitiveness introducing flexibility into the CO₂ standards for cars and vans and a technology-neutral framework. We are also creating demand for cleaner corporate cars and vans, reinforcing EU manufacturing and supply chains,’ he said.

Germany’s automotive body, the ZDK, came out in full support of the automotive package. It called the proposal necessary and overdue in the step towards a more realistic European climate policy.

‘We offer highly efficient combustion engines, namely the 48-volt mild-hybrid engine, which provides a climate protection benefit when fuelled with carbon-neutral fuel. This technology is one of the options for complying with future CO2 fleet regulations,’ said ZDK president Thomas Peckruhn.

‘Specifically, emissions measurements at the exhaust must account for fuel origin. Carbon-neutral fuels should be excluded from the balance. If in the future only pure electric vehicles are demanded, these offerings will naturally disappear from the market without complicated regulations and high penalties,’ he added.

Proposal creates concern

The proposal also drew criticism. Green group Transport and Environment (T&E) said reversing the phase-out of ICE sends a confusing signal to the automotive industry and consumers. It calculates the 90% CO₂ target could result in 25% fewer BEV sales in 2035 than under the current target.

It welcomed the introduction of national electrification targets for large company fleets. However, it claimed that these will not be ambitious enough to drive greater uptake for the sector.

‘The EU has chosen complexity over clarity. Breeding faster horses could never have halted the ascent of the automobile,’ said William Todts, executive director at T&E.

‘Every euro diverted into PHEVs is a euro not spent on [B]EVs while China races further ahead. Clinging to combustion engines will not make European automakers great again,’ he commented.

‘While China accelerates, Europe is hesitating, and hesitation is not a strategy. Changing the rules midway through the game undermines business confidence after companies have already committed capital and built factories around a 100% trajectory,’ said Chris Heron, secretary general of E-Mobility Europe.

‘But once the dust has settled, we are confident the core of the 2035 framework will still matter more for the market than today’s exemptions. The world’s transition to EVs is irreversible, shaped by cost and efficiency,’ he added.

Tesla and Togg battle it out in Turkey’s booming BEV market

As Turkey’s electric vehicle (EV) market grows, a domestic carmaker is taking the battery-electric vehicle (BEV) fight to Tesla. But which BEV and plug-in hybrid (PHEV) models have been driving the country’s electrification in 2025? James Roberts, Autovista24 web editor, assesses the latest data from EV Volumes.

Between January and October, 183,748 new BEVs and PHEVs took to Turkey’s roads, according to EV Volumes data. This is compared with 68,309 units in the first 10 months of 2024, ensuring a year-on-year increase of 154%.

Of the two powertrains, all-electric cars made up 79.7% of all EV deliveries in the country. In total, 146,511 new BEVs entered the Turkish market, up from 68,309 between January and October 2024. This equated to a 114.5% volume increase.

Despite holding a smaller share of Turkey’s EV market, PHEV popularity significantly increased in 2025. This trend has gathered momentum since January 2024, and deliveries of the powertrain have hit monthly triple-digit figures ever since.

Between January and October, 37,237 PHEVs entered Turkey. This was up by a huge 820.3% from just 4,046 units across the same period in 2024.

Beguiling BEV market battle

After the first 10 months of 2025, the fight for top spot in Turkey’s BEV market proved a close one. In 2023 and 2024, domestic manufacturer Togg ended the year with the best-selling BEV in the country: the Togg T10X. In 2023, 2024, and so far this year, its closest rival has been the Tesla Model Y.

In the cumulative standings, the Model Y pulled ahead with 27,420 deliveries, compared with the Togg T10X’s 23,754 sales. The two models made up 18.7% and 16.2% of the overall Turkish BEV market, respectively.

Assessing October in isolation, Togg headed the BEV market with not one, but two models. The month saw the meteoric rise of the T10F. In just its second month on the market, it reached the BEV summit with 2,532 deliveries.

The T10F was followed by stablemate, the T10X, with 1,623 units, down a significant 47.5% year on year. With 871 deliveries and a 6% market share, the Volvo EX30 rounded out the top three.

Between January and October, Togg sold the most BEVs in Turkey. The homegrown manufacturer accumulated 27,480 sales, according to EV Volumes. Tesla emerged just 60 units behind with 27,420 all-electric cars sold.

Kia best of the rest

Behind the Tesla and Togg duel, Kia followed with its EV3. The Korean SUV has performed well since its Turkish debut in November 2024. In the opening 10 months of 2025, the BEV has recorded 6,786-unit sales and taken a 4.6% market share.

Following the EV3 was the first of three BYD models, namely the Yuan Plus. The Chinese BEV held 3.7% of the market with 5,467 units. Meanwhile, BYD took eighth and 10^th place with the Seal U and Dolphin, respectively.

The KG Torres held fifth place in Turkey’s BEV rankings. The SUV has performed well since first recording sales in the market in April 2024. In the first 10 months of this year, it posted 4,888 deliveries, according to EV Volumes data. Just 752 units behind came the Mini Countryman, with 4,163 sales and a 2.8% market share.

BYD dominate Turkey’s PHEV market

In Turkey, BYD has also enjoyed irresistible PHEV dominance in the first 10 months of 2025. While the company sells a range of BEVs in the country, it currently only offers one PHEV: the Seal U. It first saw sales in April 2024 and has gone on to command Turkey’s new PHEV market. EV Volumes does include extended-range electric vehicles in its PHEV figures.

The Seal U accounted for 53.5% of all PHEV sales in the country, with 19,920 sales between January and October. This eclipsed the nearest challenger, the Volvo XC90. It posted with 2,751 units and accounted for 7.4% of the market, according to EV Volumes data.

Last year, BYD announced plans to invest the equivalent of $1 billion in a factory in Turkey. It would have the capacity to produce 150,000 vehicles a year, according to electrive. Turkey’s relatively low labour costs and favourable customs-union agreement with the EU could be a major draw for Chinese OEMs like BYD.

However, earlier this year, BYD’s Turkish aspirations seemed to be in limbo. In August, The Economist reported that little progress was being made in constructing the factory. If the carmaker does go ahead with these efforts, this would signal greater competition for domestic brands like Togg.

Peugeot’s PHEV podium

In the first 10 months of 2025, Peugeot took a spot in Turkey’s top three PHEV standings. It saw 2,094 sales of the 3008 locally, ensuring a 5.6% market share. The model was first sold in Turkey in January this year and has seen consistent triple-digit sales each month. The French car could be a strong Turkish PHEV market presence in 2026.

The Jaecoo J7 has also impressed this year after its deliveries began in August 2024. Between January and October this year, it moved 1,953 units to take fourth with a 5.2% share. This position could be under threat with increased competition from the likes of Skoda and Mercedes-Benz.

Another Chinese offering followed in the shape of the Qiyuan A07. It rounds out the top five with 1,686 units sold between January and October, and with it, a 4.5% market share.

Skoda remains competitive in the European EV market

As battery-electric vehicle (BEV) volumes continue to rise in Europe, Skoda impressed with another table-topping performance. But can it topple Tesla come the end of the year? Tom Hooker, Autovista24 journalist, reviews the latest figures from EV Volumes.

BEV and plug-in hybrid (PHEV) sales continued to surge in Europe during October, as both technologies saw similar year-on-year growth. PHEVs enjoyed a rise of 36.6% to 112,653 units, according to data from EV Volumes. The improvement for BEVs was less pronounced at 31.1%, equating to 222,235 new deliveries.

Yet this was a more positive performance for BEVs than seen in recent months. It was the powertrain’s biggest increase since July, and marked its third-biggest monthly growth in the first 10 months of 2025. Conversely, October’s PHEV improvement was the technology’s lowest since April.

From January to October, a total of 1,032,137 plug-in hybrids were delivered, a rise of 32.1% year-on-year. This remained ahead of the 25.7% growth accrued by BEVs during the same period. However, the all-electric technology recorded a superior volume, with 2,023,682 deliveries.

Due to its smaller growth, the BEV share of the electric vehicle (EV) market has shrunk. It captured 66.2% of total EV deliveries after 10 months of 2025, down 1.1 percentage points year-on-year.

BEV success for Skoda

The Skoda Elroq topped the best-selling BEV table in October, its third monthly triumph in the first 10 months of the year. This was thanks to a record 11,291 units, after nearly one year of European deliveries.

The combined volumes of the Renault 5 and Alpine A290 sat 1,090 units behind in second. The duo posted 10,201 units in October alone. This was its highest-ever monthly figure and up 592.1% year-on-year. It was also the first time the model broke into five-digit monthly volumes.

Third went to the Skoda Enyaq. While it was unable to replicate its January success, it still managed its biggest delivery haul since March. Yet, the SUV’s 7,427-unit total was down 33.6% year-on-year.

A trio of VW’s

The Volkswagen (VW) ID.7 finished fourth in the month, with 7,172 sales, up 34.7%. This was its best performance in terms of volume since March. The BEV was followed by two of its siblings, namely the ID.3 and ID.4. The former sat fifth with 6,860 deliveries, an increase of 45.6% year-on-year.

Meanwhile, VW ID.4 volumes stalled compared to 12 months prior. Its 6,627-unit total equated to a 0.2% dip, despite this being its highest total since May.

Then came the Audi Q4 e-tron in seventh. The SUV recorded 9.2% growth year-on-year to 6,081 deliveries. This was its best sales tally since March. Its German rival, the BMW iX1, placed eighth, thanks to 5,748 units. This translated to an improvement of 21.8% compared to volumes from one year prior.

Tesla Model Y’s headache

After topping the BEV best-sellers table in September and August, the Tesla Model Y fell to ninth in October. This was due to the crossover’s quarterly delivery schedule, with September’s total nearly five times bigger than October’s. Its total of 5,496 sales in October was down 37.9% year on year.

Rounding out the top 10 was the Kia EV3, which completed a full year of deliveries in Europe. The BEV posted 5,067 deliveries in the month.

Can Skoda close the gap?

Despite a poor October, the Tesla Model Y still holds a seemingly insurmountable lead in the cumulative standings. The crossover recorded 115,414 units from January to October. So far, it remains the only EV with six-digit deliveries in Europe.

At the end of October, its closest rival was the Skoda Elroq, which moved up to second with its monthly success. The SUV posted 70,182 sales after 10 months of 2025.

However, despite the disparity in their October performances, the gap is simply too large to close. The Tesla Model Y can also be expected to post high volumes in December, due to its delivery schedule pattern.

A little further behind the Skoda Elroq was the combined volumes of the Renault 5 and the Alpine A290. The duo placed third in the cumulative standings and recorded 67,176 units from January to October.

The VW ID.3 placed fourth, with 64,272 sales. Just 204 units behind was the Skoda Enyaq. The SUV managed 64,068 deliveries after 10 months of 2025.

A last-minute comeback?

These models benefited from the recent poor performance of the Tesla Model 3. The sedan fell to sixth in the cumulative standings, after placing 57^th in October with 1,301 sales.

Based on its delivery peaks this year in March, June and September, the Model 3 is unlikely to replicate its runner-up finish in 2025. However, a strong December could make things close. It will need a swing of 6,704 units in the last two months of 2025.

Two VW models followed in seventh and eighth. The ID.4 secured seventh, with 63,012 units. Then came the VW ID.7 with 60,965 deliveries. The Kia EV3 landed ninth, thanks to 55,415 sales, while the BMW iX1 placed 10^th with 52,530 units.

Volvo’s return to the top

Volvo’s XC60 was Europe’s best-selling PHEV in October. Its 5,967-unit total was the SUV’s highest monthly figure since December 2024. It also equated to a 5.7% increase year-on-year.

Just 415 deliveries behind was the BYD Seal U, which led the chart in the previous month. The PHEV posted 5,552 sales in October, nearly half of its September total. Even so, volumes were still up 459.7% year-on-year.

The VW Tiguan took third, with deliveries up 41.8% to 4,946 units. Fourth was the Mercedes-Benz GLC. The SUV recorded 3,905 deliveries, up 19% compared to 12 months prior.

Fifth was the MG eHs, with sales surging by 162.3% to 3,557 units. In contrast, the Ford Kuga witnessed a 9.4% drop year-on-year to 3,494 deliveries. The Jaecoo J7 secured seventh thanks to 3,264 units, after volumes ramped up earlier this year.

The BMW X1 endured a 22% sales drop to 3,189 units in eighth. Its sibling, the X3, was just 38 units behind. However, its 3,151-delivery total represented a much more positive performance, up 608.1% year-on-year. The Audi A3 placed 10^th, with 3,083 sales.

An ever-closer battle

In the cumulative PHEV standings, a three-way battle to take the full-year title remains. The BYD Seal U led the chart after moving into first place at the end of September. This was despite only topping the monthly table twice. The SUV recorded 51,389 deliveries between January and October.

The VW Tiguan saw its gap to first grow slightly to 1,193 units. With three monthly wins so far in 2025, the PHEV posted a total of 50,196 deliveries.

Gaining ground on both models was the Volvo XC60. The SUV has managed 48,582 deliveries overall. Despite this, the XC60 still has some catching up to do. After its October success, the gap between the top three PHEVs has been reduced to 2,807 units.

This showcases the high competitiveness of the PHEV market. One slip-up or surge in volumes during the last two months of the year could be the difference between taking a full-year victory and placing outside the top two.

Changing positions

A considerable distance behind was the Ford Kuga in fourth, with 37,730 sales. The SUV is the only model outside of the top three to record a monthly victory so far this year.

The BMW X1 finished fifth after 10 months of 2025, thanks to 33,416 deliveries. The Mercedes-Benz GLC followed in sixth, with 30,054 units. The SUV was closely followed by the MG eHS, recording 29,579 sales. Eighth in the cumulative table was the Toyota C-HR, with 29,130 units.

The BMW 5-Series claimed ninth in October, posting 24,014 units, while the Cupra Formentor was 10^th with 23,816 deliveries.

The Automotive Update: Renault and Ford collaboration plus global EV enthusiasm cools

What has drawn two automotive giants to collaborate on future vehicles? How are delays impacting the EU emissions target discussions? Autovista24 special content editor Phil Curry discusses the week’s biggest stories in The Automotive Update podcast.

In the latest episode, further details on the seismic collaboration between Renault and Ford. Also, a look at what the automotive industry wants to see in the delayed EU discussions on 2035 CO₂targets. Plus, is electric vehicle (EV) interest cooling, and what could renewed negotiations between China and the EU mean for Chinese Built EVs.

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

Renault and Ford join forces on EVs

Ford is to partner with Renault on development of battery-electric vehicles (BEVs) and all-electric vans. The agreement will see the development of two Ford-branded EVs based on the Ampere platform that underpins the Renault 5 and Renault 4. These vehicles will be produced at Renault’s ElectriCity manufacturing plant in the north of France.

Designed by Ford, and developed with Renault Group, the two cars will feature distinctive driving dynamics, authentic Ford-brand DNA and intuitive experiences. The first of the two vehicles is expected in showrooms in early 2028.

The RAC has predicted that the partnership could signal a return for the Ford Fiesta. The model was discontinued in 2023, as the carmaker focused on larger vehicles. However, a revival in the small car market could see the popular vehicle return, with the underpinnings of the Renault 5.

EU emissions target delay

The European Commission has delayed discussions of a new proposal to potentially revise the EU’s 2035 ban on the sale of new CO₂-emitting cars and vans. According to Reuters, talks are now expected to happen on 16 December. The postponement comes as policymakers and industry leaders call for adjustments to the current strategy.

ACEA director general Sigrid de Vries recently highlighted the industry’s slow post-COVID-19 recovery and limited investment in EV charging infrastructure. She also argued that the 2030 and 2035 emissions targets are no longer realistic. De Vries offered five recommendations, including stronger consumer incentives , and greater technological neutrality.

Environmental groups oppose the easing of restrictions. Lucien Mathieu, cars director at Transport & Environment, warned against permitting biofuels and plug-in hybrids (PHEVs) beyond 2035. ’[The new proposals]’may give them short-term comfort, but strategically it is a mistake that risks pushing the European industry into a dead end,’ he stated.

Chinese EV tariff talks resume

China’s commerce ministry has stated that negotiations with the EU over a minimum price plan for Chinese-built electric vehicles have restarted, Reuters has reported. The ministry has also urged the bloc not to talk independently with manufacturers.

The EU approved tariffs of up to 45.3% in October 2024. This followed a European Commission investigation into whether Chinese carmakers were benefiting from unfair subsidies that could impact competition in Europe.

China insists its manufacturers are simply more competitive than their European counterparts. As a result, Beijing has urged Brussels to accept a minimum price plan in place of tariffs.

Study reveals a return to ICE

A new study by EY has revealed that many global car buyers are shifting back from EVs to internal combustion (ICE) models.

The EY Mobility Consumer Index shows that 50% of global car buyers intend to purchase an internal combustion engine vehicle in the next 24 months. This is an increase of 13 percentage points (pp) from 2024. In addition, battery-electric vehicle preference has fallen to 14pp, a drop of 10pp. Meanwhile hybrids preference had declined to 16%, down five percentage points.

Range anxiety appears to continue to be one of the top barriers for consumers choosing EVs. According to the report, 29% of respondents cited this as their top concern, while 28% pointed to the lack of EV charging infrastructure.

New autonomous partnerships

Mercedes-Benz and Momenta are ushering in the next stage of automated driving with the launch of an SAE Level 4 robotaxi service. The carmaker, together with its advanced driver assistance systems partner for China, is announcing this driverless shuttle service based on the new Mercedes-Benz S-Class.

Following an initial test phase in Abu Dhabi, the partners intend to roll out the service more broadly to other locations and markets.

Meanwhile Stellantis and mobility platform Bolt have entered a partnership. They will jointly explore the development and deployment of Level 4 autonomous vehicles for commercial operations across Europe.

Automotive AI investment decline?

By 2029, only 5% of carmakers will maintain strong, AI investment growth, a decline from over 95% today. That is the forecast from business and technology insights company, Gartner.

The firm predicts that only a handful of automotive companies will maintain ambitious AI initiatives after the next five years. Organisations with strong software foundations, technology awareness in its leadership, and a consistent very long-term focus on AI will pull ahead from the rest, creating a competitive AI divide.

Gartner predicts that by 2030, at least one manufacturer will achieve fully automated vehicle assembly, marking a historic shift in the automotive sector.

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China’s booming EV market

Targets to hit

Barriers in Northern America

European market uncertainty

Low rate of growth

EU Automotive Package

Non-Triad measures

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Premieres at Brussels Motor Show

Mazda’s new BEV

Chinese premieres at Brussels Motor Show

More market entrants

European premieres at Brussels Motor Show

Award winners

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Varied used-car values

Europe’s soaring list prices

Market headwinds in Austria

Diesel leads the way

Used-car stability in France

Mixed powertrain performances

Germany’s used-car stock recovery

Declining residual values

Italy’s downward used-car trend

Positivity in Spain

Low pressure on transaction values

Switzerland’s ongoing used-car pressure

Faster turnover speeds

BEV RVs settle in UK

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A complex picture

BEV incentives not helping

A future shock?

Ban ahead

BEV growth misses the mark

Standout performance from PHEVs

Hybrid slowdown continues

Petrol and diesel struggle again

Is ICE dominance over?

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China’s slowing PHEV market

Wuling Mini takes first

New entrants enjoy success

Wuling Mini looks to podium

BYD’s new brand

Seven places for BYD

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Launch Report breakdown

Examining residual values

Providing the review

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Wuling dominates BEV sales

Tesla struggles in China

Race to the end

New models push forward

New entrant features in PHEV market

BYD struggles continue

Clear at the PHEV summit

Good results help strugglers

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Carmaker competition

Direct sales model hype?

Affordable all-electric cars

Commercial vehicle connection

Carmakers and supply chains

The opportunities and challenges

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What is in the automotive package?

Further automotive measures in the EU

Support for automotive package

Proposal creates concern

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Beguiling BEV market battle

Kia best of the rest

BYD dominate Turkey’s PHEV market

Peugeot’s PHEV podium

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