What can be expected from the much-anticipated Industrial Accelerator Act (IAA)? Plus, an exclusive report from the Commercial Fleets Summit. Tom Geggus, Autovista24 editor, presents the Automotive Update podcast.
This episode takes a look at the recently unveiled IAA and what it could mean for the European automotive industry. Also, Autovista24 journalist Tom Hooker dials in from the Commercial Fleets Summit, hosted in Brussels.
The European Commission has proposed the long-anticipated Industrial Accelerator Act. Central to the legislation is the enhancement of localised EU industrial competitiveness and promotion of low-carbon production methods.
The IAA aims to increase local value creation and strengthen the region’s industrial base. This comes amid perceived unfair global competition and dependencies on non-EU suppliers. The act will look to boost manufacturing’s share of EU GDP to 20% by 2035. However, the IAA also outlines that the EU should remain open to outside investment.
A Q&A published by the European Commission highlighted that low-carbon requirements will be created for steel and aluminium used by the automotive industry. ‘Made in the EU’ standards will also apply to aluminium. Provisions will also apply to electric vehicles and their components.
The proposal builds on previous EU legislation, further streamlining the deployment of clean technologies across numerous European industries. For the automotive sector, the proposal follows last year’s Automotive Package announcement.
The IAA will be negotiated by the European Parliament, and the Council of the European Union, before its adoption.
Commercial Fleets Summit reveals
The Commercial Fleets Summit is a two-day international event held in Brussels. It focuses on a wide range of key issues and trends impacting the global commercial vehicle sector.
Several key themes have already emerged at this year’s event, centred specifically on light-commercial vehicles. These included environmental regulation, fleet electrification, plus the incorporation of connected vehicles and use of artificial intelligence (AI). In terms of electrification, discussions centred on issues surrounding charging infrastructure efficiency.
‘There is less talk about if fleets are going to electrify. Instead, it is more about how fast, and how they are actually going to achieve that,’ stated Autovista24 journalist Tom Hooker, from the event.
‘Charging infrastructure is being seen as both a bottleneck and an opportunity. You then obviously have the interaction with the electricity grid, and this is certainly emerging as a new consideration,’ he added.
The event also touched upon the future for commercial fleets. Looking ahead, these could be further integrated with digital ecosystems, with brand loyalty becoming less of a factor. Instead, digital-led frameworks could become increasingly important when selecting vehicle type and brand. Additionally, technology and AI will play an increasingly crucial role.
‘I think one of the first AI use cases will be helping fleet operators to manage and reduce fuel costs,’ Hooker said. ‘This, in turn, is having a high return on investments in some other areas. One thing I think I will hear more about later, is route optimisation and energy efficiency gains.’
February provided plenty of positives for Spain’s new-car market. But as the nation’s market continues to grow, is electrification progressing as planned? Autovista24 web editor James Roberts examines the latest numbers.
February saw a second consecutive month of growth for the buoyant Spanish new-car market. In total, 97,082 new vehicles took to the country’s roads, 6,755 more than 12 months prior. This ensured a 7.5% year-on-year increase, according to the latest ANFAC data.
With only December 2025 blotting an unbroken streak of year-on-year gains for Spain’s new-car market, February resumed a familiar trend. Industry body ANFAC highlighted that all channels achieved growth in the month, particularly the rental sector, which saw a 22.6% uptick.
‘After a hesitant start in January, February is once again a positive month for vehicle sales,’ stated Félix García, director of communication and marketing at ANFAC.‘Last month, the rental car channel was the one that grew the most, accounting for almost one in five sales of passenger cars. It is a logical increase to renew the fleet for the Easter period. Without these sales, the growth of individuals and companies is flatter compared to February 2025.’
This ‘good pace,’ as highlighted by ANFAC, prevailed when assessing the first two months of 2026. Combined January and February totals amounted to 170,185 passenger cars. This ensured a unit upswing of 7,542 compared with the same period in 2025, a healthy 4.6% boost.
Hybrids remain top new-car choice
Hybrids, made up of both full and mild hybrid powertrains, remained the top seller in February. In total, 46,592 new hybrids joined Spain’s car parc in the month, according to ANFAC.
This robust total returned a 17.1% year-on-year increase and a 48% market share. This was just 0.6 percentage points (pp) down on January’s record, suggesting hybrid popularity is not ebbing. It was even up by 3.9pp year on year.
Spanning the opening two months of 2026, hybrid cars held a dominant 48.3% market share, up 3.7pp year on year. Across January and February, 82,189 new hybrids made their way to customers in Spain.
Spain’s BEV market share issue
Amid this preference for hybrids, ANFAC highlighted that EVs, including battery-electric vehicles (BEVs) and plug-in hybrid vehicles (PHEVs), continue to be a ‘key segment.’ However, is this consistently strong sector in danger of stagnating, especially when it comes to BEV uptake?
February saw 8,889 new BEVs take to Spain’s roads. This equated to a 45.4% volume increase, carving out a 9.2% market share, up 2.4pp.
After two months of the year, the BEV market share stood at 9%, 2.2pp up year on year. This comes as volumes reached 15,361 units, establishing a 38.1% year-on-year upswing.
One reason for new-BEV buying reticence could be uncertainty. Spain’s relatively successful trend of EV adoption had been enabled by a long-standing incentive framework, the MOVES plan. This was introduced in 2019, funded by the EU’s NextGenerationEU recovery funds, and managed in conjunction with Spain’s regional governments.
The issue with incentives
The last iteration, MOVES III, came to an end on 31 December 2025. Its replacement, the Auto 2030 Plan (Auto+), announced at the beginning of December, aims to centralise and simplify EV incentives.
It will mobilise up to €400 million in public and private investment between 2026 and 2030 to increase electrification in Spain. It will offer varying discounts on BEVs and PHEVs, spanning direct purchases, leasing and renting arrangements.
The subsidies will be applied retroactively to vehicles purchased since 1 January in Spain. However, the government website has not yet confirmed publication. According to Carwow, Full implementation of the Auto 2030 Plan is not expected until at least May this year.
In late January, the Ministry of Economy, Trade and Business proposed amendments to the Auto 2030 Plan, according to La Tribuna. Addressing industry concerns, the change reportedly re-centres the scheme around cars manufactured within the EU. This would make the plan more closely aligned with the system used in France, as reported by electrive.
One result of the amendments could be the discouragement of some models made in China from eligibility. This could bring additional uncertainty into the market. An added complication relates to Chinese carmakers investing in Spanish manufacturing, such as Chery and BYD.
Spain’s need for clarity
‘Although the Auto+ plan has already been announced, and there are brands that have committed to bringing forward the discounts, there is no doubt that the official publication of clear and agile regulatory bases is essential to increase confidence,’ stated Tania Puche, GANVAM’s director of communication.
Raúl Morales, communications director of FACONAUTO, added: ‘For another month, electrification has driven the market, once again exceeding 20% market share in new registrations. This is partly due to the announcement of the retroactive application of the Auto+ Plan, which provides aid to electric vehicles.
‘What we need now is for the regulatory framework for this plan to be published as soon as possible, so that buyers continue to have certainty and electrification can continue to increase its registration numbers,’ he continued.
Whatever the outcome, industry bodies are urging further clarity around electrification uptake measures to boost sales in the country.
‘It is urgent to reactivate the tax deduction in personal income tax for the purchase of electric vehicles and the bonus for the installation of charging points, measures that have been overturned in congress for the second time in two months,’ Puche stated.
PHEVs still proving popular
As BEV uptake looks to push through to new heights, PHEV popularity has helped lift Spain’s overall plug-in sector.
Since a notable triple-digit percentage volume surge in May 2025, the powertrain has continued to sell well. In February, 12,092 new PHEVs left forecourts in Spain, equating to a 75.2% year-on-year increase.
Across the first two months of this year, PHEVs have seen 20,832 registrations and a 71.6% volume lift. This has ensured a 12.2% market share, up 4.7pp year on year. This strong start to 2026 and the enduring appeal of the powertrain have boosted overall plug-in deliveries.
Spanning January and February, combined BEV and PHEV registrations reached 36,193 units. This marked a significant year-on-year climb of 55.6%. This also brought some meaningful market share capture, with the powertrains accounting for 21.3% of overall registrations, up 7.2pp.
The combination of electrified registrations, including hybrids, BEVs and PHEVs, took the dominant slice of the Spanish new-car market. Across the opening two months of 2026, a total of 118,382 new electrified vehicles were registered in the country. This 23.7% upswing ensured a market share of 69.6%, a new high, and a 10.7pp increase.
Petrol remains a key player
With many headlines surrounding EV volume growth, it is easy to ignore the prevailing appeal of petrol within Spain.
At first glance, sales have taken a year-on-year nosedive. Fewer new petrol-powered options are available as the industry moves towards net-zero. However, when it comes to market share, the fuel type is clinging on in Spain.
In February, 22,534 new petrol vehicles reached customers, a 19.5% year-on-year dip. Although this continued the trend of double-digit monthly declines, the reality is more nuanced.
Combining January and February’s new-car registration totals, petrol accounted for 23% of the market, with 39,067 registrations. Although volumes were down 20.8% year on year, the fuel type commanded the second-highest market share after hybrids. Petrol was 14pp higher than BEVs, and 10.8pp above PHEVs.
While petrol retained influence in Spain’s new-car market, diesel continued its descent. The fuel type saw just 7,226 new vehicles registered across January and February. This underlined a significant 28.6% year-on-year drop and a meagre 4.2% market share, down 2pp.
Total internal-combustion engine (ICE) new-vehicle registrations, including petrol and diesel, totalled 46,293 in January and February. This provided a 27.2% market share, down 9.3pp year on year, but still 5.9pp above EVs. One of the big questions now is whether plug-in sales will overtake ICE volumes in Spain this year.
The new-car market in France endured a slow start to 2026, as February saw a dramatic drop in registrations. But which powertrains caused the market to sink, and could this trend continue? Autovista24 special content editor Phil Curry examines the data.
In total, 120,764 new passenger cars were registered in February, figures reported by the PFA and AAA Data show. This was a drop of 14.7% compared to the same period in 2025.
This was the steepest slide in volumes since the 24.3% decline recorded in August 2024. It is also the fourth consecutive month of registration decreases. February’s result means that after just two months of 2026, deliveries were down 11.1% in the year to date.
Are BEVs running out of momentum?
Volumes of electric vehicles (EVs), incorporating plug-in hybrids (PHEVs) and battery-electric vehicles (BEVs), kept the French market from sinking further. However, natural market demand for these powertrains was obscured by the country’s incentive and social leasing programmes.
EV orders using the social leasing scheme began on 30 September 2025. Meanwhile, the country’s ecological bonus incentive scheme was restructured in July 2025, with a change in funding provision.
Both schemes had an impact on a struggling BEV market. It recorded double-digit growth since July, after wavering in its consistency beforehand.
With the launch of social leasing in October, BEV volumes have increased, after a rollercoaster period of results. In that month, deliveries rose by over 60%, following increases exceeding 40% in both November and December. This year started with an improvement of over 50%.
However, there were signs that the incentive momentum may be slowing. In February, 32,372 new BEVs were registered, according to Autovista24 analysis of PFA and ACEA data. This was a 27.8% increase year on year, the smallest volume improvement since September 2025.
The all-electric powertrain took a 26.8% market share in February, a jump of 8.9 percentage points (pp). Despite the lower growth, momentum remains with the technology in the French new-car market. After two months, BEVs have established themselves as the country’s second-best-selling powertrain, after hybrids.
So far in 2026, a total of 62,679 all-electric models have been delivered to customers, up 38.5% year on year. This means the powertrain accounted for 27.5% of all registrations in the country, up 9.8pp.
PHEVs see growth in France
While BEVs flew, PHEVs also helped the French new-car market from sinking further. In February, 6,655 new plug-in hybrids made their way to the country’s roads, a 3.2% rise.
The result gave PHEVs a 5.5% market share, up 0.9pp compared to the same month last year. This was also the first time since December 2024 that the powertrain recorded an improvement in volumes. Yet rather than an increased interest, the result may have more to do with last year’s poor performance.
In February 2025, PHEV volumes were down 45%, as the market struggled. Double-digit declines were recorded across the first half of 2025 and during the final quarter of the year.
This appears to have reset the plug-in hybrid market. January 2026 saw a stable result, with volumes down only 0.6% year on year. February’s figures may give hope that PHEVs can help reduce overall losses seen elsewhere.
Across the first two months of the year, France’s PHEV market was up by 1.5%, with 11,476 units delivered. This equated to a 5% share, up 0.6pp.
Combining BEV and PHEV figures, France’s EV market rose by 22.8% in February, with 39,027 deliveries, according to Autovista24 calculations. The 32.3% share was up 9.8pp, and almost doubled that achieved by internal-combustion engine (ICE) models. After two months, EV deliveries were up 31.1%, with a 10.4pp increase in market share to 32.5%.
Petrol providing headache for France
The incentive-aided improvement in the EV market was not enough to make up for the shortfall in ICE registrations, which are pulling the French market down. For the second month in a row, deliveries of petrol-powered passenger cars fell by nearly half year on year. February saw registrations collapse by 48.1%.
February’s petrol result meant the powertrain represented 15.1% of total deliveries in the month. This was a drop of 9.7pp compared to the same month in 2025. Between January and February, petrol deliveries were down 48.5%. This left the fuel type with a market share of 14.7%, down by 10.7pp.
Diesel fared no better with registrations down 53.8%, although with lower volumes, as 3,098 units were delivered in the month. With a 2.6% market share, the powertrain is floundering below other major technologies.
Just 5,619 units were registered in the first two months of the year, a 51.8% decline. This gave diesel a 2.5% market share, dropping 2.1pp compared to the first two months of 2025.
Combining petrol and diesel deliveries highlights the issues that France is facing in its new-car market. With 21,304 registrations, volumes dropped 49.1% during February. That figure gave the grouping a 17.6% market share, falling 11.9pp.
After two months of 2025, ICE volumes declined 49%, with 39,151 units leaving dealer forecourts. The 17.2% share of total registrations was down 12.8pp.
Hybrid slowdown in France
While petrol and diesel declines had a debilitating effect on the French new-car market, hybrids also struggled. In February, 56,538 new hybrids were registered, including full and mild versions, according to Autovista24 analysis of PFA data. This was a drop of 9% year on year. The market appears to have slowed, following rapid rises seen across 2025.
February’s result was the first decline in the market for quite some time. This suggests that the market may have peaked. Yet it still dominated French registration figures, with a 46.8% market share in the month. This was up, but only by 2.9pp, as results elsewhere declined.
Two months into 2026, hybrids recorded 108,061 registrations, according to PFA data. This was a drop of 4.9%, compared to the same period in 2025. Yet their market share of 47.4% was up 3.1pp, and considerably higher than any other powertrain.
ICE powertrains are acting like a weight, pulling the overall performance of the French new-car market down. Without the powertrain, the market would still have declined, but by a marginal 0.3% in February, according to Autovista24 analysis.
Residual values (RVs), presented as a percentage of retained new-car list price (%RV), kept sliding in Europe during February. But is this descent slowing, and what comes next? Autovista24 editor Tom Geggus unpacks the data with regional experts.
The average retained value of a 36-month-old car at 60,000km dipped again across many European used-car markets. In February, Austria, Germany and Switzerland saw new lows compared with the last 12 months.
Meanwhile, France and Spain saw lower value retention rates in January. At the start of 2026, Italy and the UK saw %RVs above rates recorded in December and August 2025, respectively.
Both France and Spain saw a marginal month-on-month %RV improvement. Meanwhile, Austria, Germany, Italy, Switzerland and the UK recorded declines compared with January 2026.
The downward trend is much more visible when comparing February 2026 with February 2025. All markets saw %RVs decline, with Italy performing the worst. Values dropped to 45.5%, down by 4.1 percentage points (pp) in the country.
While this appears drastic, trade values are still undergoing a process of normalisation following inflation during the COVID-19 pandemic. Compared with 2021, all markets continue to see higher levels of value retention.
Switzerland was the closest to its position five years ago, with values only 1.1pp higher. Three-year-old used cars in Germany continue to see higher levels, 4.5pp above where they were in 2021.
%RVs are expected to keep falling across these markets in the next three years. Italy is the only exception, which is forecast to see a marginal increase by the end of 2028. By the same point, France and the UK are expected to see the largest %RV declines of the seven markets.
Austria’s subdued market
Austria’s sales‑volume index (SVI) for two‑to‑four‑year‑old passenger cars recovered significantly in February. After a traditionally weak January, the SVI increased by 52.9% month on month. However, the SVI remained down compared to February 2025, with the index dropping 7.6% year on year.
The active‑market volume index (AMVI) also witnessed a slight bounce back. It rose by 1.4% month on month, while stock levels were 4% higher year on year. This indicates a well‑supplied market and a modest build‑up compared to 2025.
‘Turnover slowed again in February,’ stated Robert Madas, regional head of valuations. ‘The average time needed to sell a used car increased to 76.7 days. This marks a three‑day deterioration compared with January and a year-on-year increase of 1.5 days. This underlined subdued retail activity, despite improved sales volumes.’
Diesel models took the lead in turnover speed, taking an average of 71.5 days to sell. This was followed by petrol cars taking an average of 74.4 days to sell. Then came full hybrids (HEVs) at 78.3 and plug-in hybrids (PHEVs) at 87.9 days. Battery-electric vehicles (BEVs) continued to take the longest time to sell at 88.7 days.
RVs soften in February
Looking at pricing, the average RV of a 36‑month‑old car at 60,000km softened in February. The average trade RV reached €22,623, down 0.6% month on month.
%RVs in Austria declined to 47.1%, down 0.7 percentage points (pp) compared to January. Year on year, %RVs decreased by 1.4pp, reflecting continued downward pressure on used‑car values amid rising supply and normalising demand. List prices remained high, averaging €47,987 in February, a slight 0.8% increase month on month.
HEVs retained the highest trade value at 50.2%, followed by petrol cars at 49.3%. Then came diesel models with 48% and PHEVs with 43.9%. BEVs held the lowest %RV once again, at 38.8%. However, this was a slight improvement of 0.2pp month on month.
‘Looking ahead, %RVs are expected to decline slightly in the next few years,’ said Madas. ‘In December 2026, a 0.6% year-on-year decline is forecast. A 0.7% decrease in 2027 is expected to follow.
‘This points to a slow but persistent downward %RV trend in the coming years. This is consistent with a rebalancing market environment and ongoing supply normalisation,’ he highlighted.
France sees stability
RVs continued to be stable in France during February. Some powertrains saw slight month-on-month increases, although this was mainly due to a value drop in January. However, February’s results were stable compared with December 2025.
Petrol saw %RVs after 36 months and 60,000km increase compared with January. Yet they fell compared with December. Recent %RV declines for petrol have been minor as the fuel type holds its value better than other powertrains.
‘Many manufacturers offer petrol variants while diesel has become rarer,’ commented Ludovic Percier, senior RV analyst for France. ‘However, diesel has seen less impact, even managing to record %RV increases compared with January.’
HEVs saw stability in February, but their %RVs were below December’s results. This continues a declining value retention trend seen in recent months. This can be attributed to the increasing number of HEVs offered in France, most of which are from mainstream brands.
These models do hold value as well as Toyota’s HEVs. Three of the top five fastest-selling HEVs came from the Japanese brand. Used HEVs are in demand, but carmakers cannot risk adding big price premiums at the expense of RVs.
Supporting EV RVs
Used BEVs and PHEVs took the longest time to sell in France. However, RVs can be supported by newer models with increased ranges. While %RVs increased month on month for both powertrains, they fell compared with December.
PHEV demand and supply remain imbalanced. In previous years, many of these vehicles were sold to fleets on the back of fiscal advantages. They came with excessive new-car market list prices, explaining the lower RVs. Models offering an electric-only range of below 60km have been the most affected.
Higher-priced BEVs with longer driving range have seen larger absolute RVs and more stable %RVs. Lower segments with lower list prices and smaller ranges have been impacted by the environmental bonus and social leasing scheme.
‘Meanwhile, upper segments have not yet been impacted by fiscal fleet advantages,’ Percier added. ‘Those vehicles will come to the used-car market in early 2028.’
BEVs spent 85.5 days in stock on average, compared with the market average of 67.2, which is also high. The Tesla Model 3 was still the quickest to sell, while the Model Y was the third-fastest-selling used BEV. They remain in demand as their new prices drop once again.
Demand rebounds in Germany
Used‑car demand in Germany rebounded significantly in February after the seasonal downturn seen at the start of the year. The SVI jumped to 143, representing a 43% month‑on‑month increase. Despite this strong recovery, the SVI was down 13.7% year-on-year, as demand remained below last year’s level.
Supply conditions also improved. The AMVI rose slightly by 1.1% from January. Year on year, stock availability was 22.6% higher, confirming a continued and substantial rebuild of used‑car supply.
‘The average number of days needed to sell a used car increased to 68.3 days. This was a noticeable deterioration of 3.3 days month on month and year on year,’ highlighted Madas.
Looking at powertrain performance, BEVs were the fastest-selling technology, taking 61.6 days to leave forecourts. Then came PHEVs at 62.4 days. HEVs followed at 63.2 days, while diesel-powered vehicles took 69.9 days to sell. Petrol-powered cars sold the slowest, at 70.9 days.
Renewed pressure on RVs
RVs came under renewed pressure in February. The average %RV of 36‑month‑old cars at 60,000km declined slightly to 46.8%. This was down 0.1pp month on month and 0.9pp year on year.
In contrast, absolute trade values increased slightly to €21,855, a 1% improvement from January. This was supported by the continued rise in list prices, which climbed to €46,664. This was up 1.1% compared to January and up 4.2% year on year.
By powertrain, petrol-powered cars continued to lead with a %RV of 48.3%, followed closely by diesel at 48.2% and HEVs at 47.5%. PHEVs held on to 44.1% of their value, while BEVs remained the lowest at 37.1%, maintaining the gap observed throughout 2025.
Looking ahead, RVs are expected to remain under pressure, in line with previous forecasts. By the end of 2026, %RVs are projected to decline by 1.4% compared with December 2025.
‘Pressure is predicted to ease somewhat in 2027, with a smaller decline of 0.9% expected. This indicates ongoing RV strain, driven by recovering supply, normalising demand, and elevated list prices,’ Madas outlined.
Values fall in Italy
‘As expected, RVs continued to decline in Italy during February, in line with the trend observed in 2025,’ said Marco Pasquetti, cluster head of forecasting for Spain and Italy.
%RVs after 36 months and 60,000km stood at 45.5%. This corresponds to a decrease of 0.7pp compared to January and a drop of 4.1pp year on year. There are no signs of this trend reversing, with the downward trajectory likely to persist throughout 2026. By December, %RVs can be expected to decline by 6.2% overall.
There were no surprises across the various powertrains. All of them saw proportionally consistent declines in line with the overall market trend. Diesel, although declining, remained the technology with the best retention of list price value at 50.1%.
In terms of volume, it also continues to be in high demand on the used‑car market. This is likely due to signals from some manufacturers that they are considering reinvesting in these engines, including Stellantis.
The average time required to sell a used vehicle on major online marketplaces improved compared to January 2026 and February 2025. In particular, the year-on-year improvement is notably positive for BEV and PHEV vehicles. If this trend continues, it could indicate a slowdown in the decline of RVs for these powertrains.
Bad start for Spain’s used-car market
New-car sales in Spain began 2026 with a slight increase of 1% compared to January 2025. Electric vehicles (EVs), including BEVs and PHEVs, showed strong momentum.
Sales of these powertrains increased by nearly 50% as they represented over a fifth of the new-car market. By channel, private buyers and companies recorded significant declines. Only rental companies saw their registrations increase, up by 63.5%.
These rent-a-car renewals have returned a significant volume of young used vehicles to the market. This made it the only channel to record positive results compared with January 2025.
‘Overall, the start of the year has not been good for used-car sales, which fell by 9%,’ noted Ana Azofra, head of valuations and insights for Spain.
‘BEVs and PHEVs continue to gain share, benefitting from growing demand for electrified alternatives,’ she added. ‘This increased interest is reflected in the evolution of average transaction prices, with increases across all electrified powertrains.’
Average absolute RVs of 36-month-old BEVs and PHEVs at 60,000km saw month-on-month increases of 5.3% and 8%, respectively. Only petrol vehicles suffered a slight month-on-month decrease in their average absolute RV, down 0.5%.
Although the overall situation is positive, used cars saw a longer turnover rate compared with January 2026 and February 2025. The only exception was BEVs, which sold 13.3 days faster than 12 months ago. Despite this, the powertrain still took the longest time to sell.
The model with the best rotation times in February was the Dacia Sandero, with an average rotation of 42.4 days. Then came the Volkswagen T-Roc with 51.2 days, and the Toyota Corolla with 53.5 days.
Switzerland sees weaker RVs
Used‑car demand in Switzerland made a good recovery in February. The SVI surged by 48.5% month on month. Despite this rebound, demand remained 2.1% lower year on year, indicating continued pressure compared to early 2025.
Supply conditions softened slightly. The AMVI fell by 2.3% month on month but remained 5% above last year’s level. This confirms that stock availability is still higher than in early 2025 despite the temporary dip.
‘%RVs weakened in February,’ Madas commented. ‘The average %RV of a 36‑month‑old car at 60,000km dropped to 41.7%, down 0.8pp month on month and 2.9pp year on year. This underlines the ongoing depreciation pressure in the Swiss used‑car market.’
In absolute terms, trade RVs decreased slightly to CHF 26,501 (€29,062), a 0.9% month‑on‑month decline. Yet, this was still 0.9% higher year on year.
List prices continued to rise, averaging CHF 63,610, representing a 1.2% increase month on month and an 8.1% rise year on year. This ongoing inflation in list prices helps support absolute used‑car values, even with falling %RVs.
HEVs still on a high
HEVs retained the most value of any powertrain in February by far at 46.7%. Then came petrol-powered cars at 43.2%, diesel-powered models at 41.5% and PHEVs at 39.7%. BEVs continued to be the worst-performing technology, holding only 35.5% of their original list price.
The average time to sell a used car increased marginally in February, rising to 77.9 days. This was 0.4 days slower month on month, but still a strong 4.3‑day improvement year on year. This reflects better turnover conditions than in early 2025.
HEVs sold fastest at 69.4 days, followed by BEVs at 75 days. This was followed by diesel cars at 77.2 days and petrol-powered models at 78.6 days. PHEVs which took 82 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 1.4% compared to December 2025. A further 0.5% drop is anticipated in 2027.
UK sees strong growth
‘The UK’s used-car market recorded strong growth in February 2026,’ commented Jayson Whittington, regional head of valuations for the UK. ‘Overall, there was a clear upswing in sales momentum, led by electrified powertrains. However, pricing pressures remained evident across most fuel types.’
All fuel types posted positive month-on-month SVI gains. On average, the metric was up by 25% across all powertrains, highlighting broad demand.
BEVs led the market with a 29.8% rise, closely followed by PHEVs at 29.6%. HEVs recorded a 26.3% increase, reflecting strong consumer interest in electrified choices.
Petrol models performed well with a 24.8% month-on-month increase, driven by continued affordability and availability. Diesel, while posting the lowest rise at 16.1%, still demonstrated strong growth for a fuel type facing long-term declines.
Despite the uplift in retail activity, the overall time taken to sell a used vehicle increased by 2.7 days to 46 days. BEVs once again led the way, taking an average of 37.4 days to sell. They were supported by fast-turning models, including the Tesla Model Y at 22.6 days and the Volvo C40 at 23.7 days.
%RVs of 36-month-old cars at 60,000km were more mixed. Month on month, the overall %RVs slipped 0.8pp to 49.1%. The value retention of petrol-powered cars fell by 0.8pp as well, to 50.5%. Meanwhile, PHEV %RVs softened by 1.1pp to 46.2%. HEVs declined marginally by 0.2pp to 53.2%. BEVs saw the steepest drop, by 1.6pp to 35.2%. Diesel was the only segment to improve, rising by 1.7pp to 57.4%.
Not every automotive recall requires a workshop visit. Some fixes can now be delivered over the air while the vehicle is parked. So, what actually is a recall, and why do they happen? Autovista24 journalist Tom Hooker investigates.
An automotive recall is a formal safety action. It is used when a vehicle, a component, or a piece of software, is found to create an unacceptable safety risk. A recall may also be issued if a vehicle does not comply with safety requirements.
For owners, the key point is straightforward. The manufacturer must provide a remedy, which is normally free of charge. That fix might be a physical repair, a replacement part, or a software update.
Why do recalls happen?
Recalls usually arise due to evidence from the field. This includes customer complaints, internal testing or an investigation by a safety authority. Causes can range from defective parts fitted during production to a design weakness that only appears after a certain amount of mileage.
Recall terminology can also vary by region. Some markets separate safety recalls from voluntary service campaigns. These are fixes that improve a vehicle’s quality or compliance but are not classed as an immediate safety risk.
The recall process is relatively similar across the world. First, manufacturers identify the affected vehicles. This is often done using the vehicle identification number (VIN). Production dates and factory records may also be used.
Then, carmakers will notify the relevant transport authority before contacting the vehicle’s owner with instructions.
A recall involves many moving parts. Dealers and manufacturers must manage component supply, workshop capacity, customer communication, and completion rates.
Dealership recalls and virtual recalls
Traditionally, recalls have been carried out in a workshop. In this procedure, an appointment is booked, the repair is carried out, and the job is logged as completed.
However, as vehicles become more software-defined, the shape of a recall is evolving, from workshop fixes to remote updates. These are known as over-the-air (OTA) updates, and are delivered wirelessly, without any physical connection to the vehicle. This can reduce inconvenience for drivers.
If the defect is purely software-based, the remedy can sometimes be deployed remotely. In some cases, an OTA update can be offered alongside dealer repair for vehicles that also need hardware work.
Commercial recall importance
For consumers, recalls are about safety, time, and trust. However, for businesses, it is a matter of time and resources. Fleets and rental operators may need to pull vehicles from service. Meanwhile, dealers need to absorb extra workshop demand, sometimes alongside parts constraints.
For manufacturers, recalls not only create direct costs but can also cause undesirable longer-term effects. This includes reputational damage and weaker used-car confidence. In turn, this can put pressure on residual values.
So, a recall is not just a repair notice. It is a structured intervention intended to improve vehicle safety and prevent breakdowns or accidents before they happen.
The balance of physical and virtual recalls may continue to shift in the years ahead. Yet the objective remains the same. Identify the risk, notify the customer, and remove the hazard.
How did Europe’s biggest used-car markets perform in 2025? Is a slow start to the EU’s new-car registrations cause for concern? Plus, an important autonomous vehicle partnership takes shape. Autovista24 special content editor Phil Curry presents The Automotive Update podcast.
In this latest episode, a look at the biggest used and new-car markets across Europe. Also, an expert-led overview of the new award-winning Mercedes-Benz CLA. Plus, news on a delay to the EU’s Industrial Accelerator Act.
Subscribe to the Autovista24 podcast and listen to previous episodes on Spotify, Apple and Amazon Music.
Europe’s used-car markets in 2025
While seeing overall volume increases, Europe’s major used-car markets experienced mixed fortunes in 2025.
Spain enjoyed a largely positive year. The market was up by 4.4% compared to 2024, based on Autovista24 analysis of available data from industry body GANVAM.
Italy followed in terms of volume growth, in contrast to the performance of its new-car market. It emerged as the most stable of Europe’s largest markets, with May posting the only monthly decline in the year.
The UK market signalled a 2.2% increase in transactions across the 12-month period, according to data from the SMMT.
The French used-car market struggled after a strong start to the year, but still recorded a positive result, in contrast to its new-car registrations. Meanwhile, Germany provided the least favourable performance of the big five markets in 2025.
Slow start to 2026 for EU new-car market
For the second consecutive year, the EU saw a fall in new-car registrations during January.
In total, just 10 EU member states saw year-on-year increases in new-car registrations during the month. This result brought an end to six months of consecutive growth.
The figures from ACEA suggest that the popularity of hybrids, including both full and mild hybrids, may have peaked. The powertrain group secured 38.6% of the market, a new high, with volumes rising 6.2% in the month.
Meanwhile, registrations of battery-electric vehicles and plug-in hybrid volumes increased. Conversely, the trend of new petrol and diesel registration declines continued.
Which brands thrived in the EU during January?
Chinese-brand BYD began 2026 with strong sales in the EU’s new-car market. The relative newcomer saw deliveries surge by 175.3% year on year. Meanwhile, other carmakers faced varying degrees of success.
Volkswagen Group (VW) took the top two best-seller spots, with the VW and Skoda marques. However, VW registrations fell by 10.6% in the month, while Skoda saw a 10.7% uplift in deliveries, according to ACEA data.
Stellantis posted year on year growth of 9.1% in the first month of 2026. Conversely, Renault Group endured a delivery decline of 16.7%, with the brand’s total down 36.7% year on year.
The new battery-electric variant took the title of European Car of the Year 2026 at the Brussels Motor Show, giving the German carmaker its first win in 52 years.
Highlights include its sleek design and impressive interior, alongside an electric drive system that can provide a 777km (483 miles) of driving range. Together with an 800-volt architecture, using a rapid charger, it can recharge around 300km of range in 10 minutes.
Delay to crucial new policy announcement
The European Commission has delayed its announcement to prioritise industrial parts and products made in Europe by a week. This follows disagreements over the geographic scope of the scheme.
The Industrial Accelerator Act aims to set minimum thresholds for locally made parts in projects using public funds in strategic sectors. This includes batteries, solar and wind energy, and nuclear power. It will now be unveiled on 4 March, Reuters reported.
Wayve closer to UK robotaxi launch
UK self-driving start-up Wayve has raised $1.2 billion (€1 billion) in new funding from investors, including Mercedes-Benz, Stellantis, and Nissan. The brand is gearing up to launch its first robotaxi service in London later this year, the Financial Times reported.
The company has said that Mercedes-Benz and Stellantis are exploring using Wayve’s autonomous driving systems. These can be used for both robotaxis, and privately owned vehicles.
Existing investors Eclipse, Balderton and SoftBank Vision Fund 2 led Wayve’s latest round, alongside US tech groups Nvidia, Microsoft and Uber, bringing its total capital raised to $2.5 billion.
As BYD began 2026 with soaring sales in the EU’s new-car market, other carmakers faced mixed fortunes. This came as the region saw declining registration results. Tom Hooker, Autovista24 journalist, takes a look at January’s winners and losers.
As new-car sales dropped in the EU during January, the picture for carmakers proved more nuanced. As some established brands recorded losses, other newer entrants enjoyed success, shaking up the established order.
BYD certainly bucked the overall trend. The Chinese marque saw deliveries surge by 175.3% year on year to 13,982 units, according to ACEA. This gave the carmaker a 1.7% share of the EU new-car market, up by 1.1 percentage points (pp) compared to January 2025.
The brand is looking to double its points of sale in Europe to 2,000 this year, according to Reuters. BYD is targeting 350 distribution partners in Germany by the end of 2026, Handelsblatt wrote.
BYD also recorded higher volumes than the likes of Mini, Mazda, Honda, Lancia and Alpine. While claiming smaller market shares than BYD, these brands all enjoyed growth in January as well. However, none of them recorded triple-digit growth.
Mercedes-Benz also recorded improvements. It managed a 4% boost to 36,074 units. Its hold of the new-car market grew by 0.3 percentage points (pp) to 4.5%.
Strong start for Stellantis brands
As a group, Stellantis posted year-on-year growth, recording 145,750 sales last month. This ensured a 9.1% increase on 12 months prior, while its market share rose from 16.1% to 18.2%. The carmaker recently announced that it is reintroducing diesel versions of some of its models in Europe, Reuters reported.
Fiat, including the Abarth brand, recorded the group’s highest growth rate. The Italian marque witnessed a 31.3% uptick in volumes to 28,992 units. Combined Opel and Vauxhall figures grew by 17% year on year to 24,575 units. Citroen and Peugeot recorded rises of 9.6% and 0.5% respectively.
The combined deliveries of Lancia and Chrysler saw a significant rise compared to January 2025. However, the 21.9% surge was based on a much smaller total of 1,282 units. Alfa Romeo and DS weighed on the overall group’s performance. Both brands suffered a 13.8% decline in January.
Brands struggling in the EU
On the other side of the coin, Renault Group endured a sales fall of 16.7% to 75,243 units. The carmaker accounted for 9.4% of overall volumes, down 1.5pp year on year.
This was mostly due to a decline in Dacia deliveries, with the carmaker’s 29,165-unit total down 36.7% year-on-year. The marque trailed the Renault brand by 16,319 sales. This compares to a 2,309-unit lead over the OEM’s namesake brand at the same point last year.
Conversely, the Renault brand posted a 3.9% improvement to 45,484 sales. Renault Group’s figure was further boosted by a 34.4% surge in deliveries of Alpine models. However, this was based on a smaller volume of 594 units.
Kia and Hyundai contributed relatively evenly to their group’s result in January, shifting 28,393 units and 26,562 units, respectively. However, their performance compared to 12 months ago was vastly different. While Kia’s total equated to a 5.9% fall, sales of Hyundai models plummeted by 22.4%.
Japanese carmakers fall behind
Toyota and Lexus were also unable to escape declines last month. Their wider manufacturing group posted a 14.3% slump, with 61,572 deliveries. The OEM represented 7.7% of overall volumes, down 0.9pp year on year.
Suzuki faced a 14.6% delivery drop to 10,876 units, as its share slipped from 1.5% to 1.4%. Nissan suffered a 16.2% drop to 14,399 units, as its share fell by 0.3pp to 1.8%.
Meanwhile, Volvo Cars suffered a 13.6% drop to 15,877 units. Yet its market share fell by only 0.2pp to 2%. Jaguar Land Rover (JLR) felt a 12.5% decline in January. However, its total was based on lower volumes relative to other OEMs. Its hold on the new-car market went from 0.6% to 0.5%.
Deliveries of Land Rover models decreased by 9.1% year-on-year, but the group’s poor performance was mostly due to Jaguar. According to ACEA, the brand recorded no sales in January. The marque’s first model since its polarising rebrand in 2024 is expected to be revealed this year, ABC News reported.
VW’s stagnant EU sales
VW Group faced a 3.7% sales decline in January to 219,708 units. Despite this, the OEM continued to lead Europe’s new-car market, with a 27.5% share, up 0.1pp year on year.
The drop was softened by Skoda’s 10.7% uptick to 57,619 deliveries during the month. However, this was not enough to make up for significant losses endured by the VW brand and Cupra. The group’s namesake saw sales fall by 10.6% to 85,841 units, while Cupra endured an 11.6% slump to 15,746 sales.
The latter’s Tavascan model has been exempted from EU import duties, in line with an accepted minimum import price. It was the first car to be approved following the publication of the European Commission’s guidelines.
Audi and SEAT did not help matters, with 1.9% and 1.5% declines, respectively. However, it was Porsche that felt the biggest drop in the VW Group. The premium carmaker recorded a 14.6% slide on a relatively lower total of 5,285 deliveries.
BMW Group saw sales slip by 3.3% last month. Its 53,456-unit total translates to a 6.7% market share. The group’s namesake brand alone suffered a 6.4% fall to 45,031 deliveries. Meanwhile, Mini enjoyed a 17.4% surge in volumes, albeit on a smaller 8,425-unit total.
Tesla saw a minimal drop in January. The electric-only brand posted a 1.6% decline to 7,187 deliveries, as its 0.9% share remained stable from January 2025. Additionally, SAIC Motor had an even smaller drop of 0.8%, with 13,790 units and a 1.7% share.
As an award-winning car, the Mercedes-Benz CLA is already proving itself on the European stage. But how does this translate into expected residual value (RV) performance? Autovista24 special content editor, Phil Curry, reviews the model alongside regional experts.
The new Mercedes-Benz CLA battery-electric vehicle (BEV) is providing the German carmaker with headlines. At the Brussels Motor Show, the model was presented with the European Car of the Year title for 2026.
The success of the model, voted for by motoring journalists across Europe, highlights the prowess of the CLA. With an impressive design, comfortable handling and strong driving range, it offers much to buyers.
Autovista24’s latest Launch Report benchmarks the Mercedes-Benz CLA against its key competitors in Austria, France, Germany, Italy, Spain and the UK. Regional experts also provide a breakdown of the car’s strengths, weaknesses, opportunities and threats.
A bright start for design
The new model cuts an impressive figure in either a coupé or shooting-brake body style. This gives the CLA sleek lines and a low profile that provides a premium look. Although this comes at the cost of practicality.
Source: Mercedes-Benz
At the front, the false grill features 142 stars, which illuminate at night, providing a striking visual component. This is not the only use of the three-pointed star. Alongside the traditional Mercedes-Benz logo, the pattern is used in the headlights.
The LED light bar extends across the front above the grill, continuing a trend seen on other Mercedes-Benz electric models. However, it looks slightly out of place, sitting high up above the grill, impacting the clean lines. On the plus side, the bar does provide increased visibility at night.
The sweeping side profile and simple rear styling provide a sporty look but remain reminiscent of internal-combustion engine (ICE) models. Carmakers can develop BEVs with an outlandish design, but this runs the risk of alienating some buyers. In this guise, the CLA will appeal to a broader range of drivers.
Inside the Mercedes-Benz CLA
Inside, the Mercedes-Benz CLA is comfortable, with a low seating position up front contributing to the sporty feeling. For the most part, material quality is good, although some hard plastics point away from the overall premium feel.
The new CLA utilises the Mercedes-Benz Operating System (MB.OS). This provides an AI-enhanced experience, capable of adapting to the driver’s mood and providing quicker responses to queries. The infotainment system is also quick and intuitive. On-board navigation uses Google data, providing accurate information on travel and road conditions.
Source: Mercedes-Benz
Sweeping around the dashboard are a pair of screens, including the central 14-inch touchscreen, which houses the infotainment system. Behind the steering wheel is a 10.25-inch driver display. The carmaker offers the MBUX Superscreen setup, which places a third, 14-inch screen in front of the passenger. This allows them to stream videos and have their own display separate from the driver.
Questionable controls
The German carmaker has embraced the touchscreen control culture that others are starting to pedal back on. Many of the basic controls in the CLA are found within the infotainment system’s menus, rather than on physical buttons. These are easier to find than in some other models, but could prove distracting.
This includes the window demisters and heated seating controls. Drivers will also have to find the option to switch the window buttons from front to rear, with only two physical controls for these.
Source: Mercedes-Benz
Additionally, while the steering wheel is high quality, the touch-sensitive buttons can prove troublesome. These have been switched for physical components in other vehicles, but Mercedes-Benz has stayed the course.
Another questionable control option is the location of the regenerative braking settings. The CLA does not feature paddles behind the steering wheel. Instead, the driver flicks the gear selector lever located behind the steering wheel, making the control more awkward.
Source: Mercedes-Benz
The new CLA also struggles with practicality. While there is plenty of space in the front, rear-seat passengers are affected by the coupé-style roofline and high floor. Boot space is also at a premium, with just 405 litres available. However, the CLA does offer a 101-litre frunk, providing an alternative storage location.
Impressive range from Mercedes-Benz CLA
The new CLA features an 85kWh battery and a single 272hp electric motor. This provides an impressive 483-mile (777km) range. While the BMW iX3 offers 500 miles, it has a much larger battery.
Built on the new Mercedes-Benz Modular Architecture (MMA) platform, designed for both BEV and hybrid powertrains. The CLA also uses an 800-volt system. This allows the battery to charge at up to 320kW. This allows for over 190 miles of range to be added in 10 minutes.
However, the current system requires either rapid chargers or DC charging at home, and will not work with other charging systems. An optional convertor is planned for future models, according to Auto Express.
In terms of driving, the suspension is smooth and soaks up road imperfections. Braking is also precise, with the regenerative braking and one-pedal driving working well to put energy back into the battery.
The steering is light enough to make the CLA easy to use in town, but also holds its own on motorways. All of this combines to make the model fun to drive over its long range.
The Mercedes-Benz CLA has some small failings. Yet the impressive range, together with clear and smooth styling, comfort and premium feel, takes the focus away from these. Overall, the car offers plenty for the driver, and those who aspire to the German brand will not be disappointed. The car is worthy of its European Car of the Year title.
View the interactive dashboard, which benchmarks the Mercedes-Benz CLA in Austria, France, Germany, Italy, Spain and the UK. The interactive dashboard presents new prices, forecast RVs, and SWOT (strengths, weaknesses, opportunities, and threats) analysis.
For the second consecutive year, the EU saw a fall in new-car registrations during January. But is this trend a reason for alarm in 2026? Plus, is the tide turning away from hybrid dominance towards a more electrified landscape? James Roberts, Autovista24 web editor, assesses the latest data.
The EU’s new-car market kicked off 2026 with a year-on-year decline in January. A total of 799,624 new cars were registered across the 27 member states, according to Autovista24 calculations of ACEA data.
This marked a 3.9% year-on-year decline, the second consecutive negative start to a year. In total, just 10 EU member states saw year-on-year increases in new-car registrations during January. The result brought an end to six months of consecutive growth, with the EU’s largest markets witnessing varying fortunes.
Germany endured a troubled start to 2026 with a 6.6% slide in new-car deliveries. With 193,981 units registered, the EU’s largest market saw falls in all but two powertrain variants. Following a disappointing 2025, France followed suit with a 6.6% drop and 107,157 newly registered vehicles.
Meanwhile, Spain eked out a 1.1% increase in volumes, with new electric vehicle (EV) incentives yet to find their feet. Italy fared the best of the ‘big four’ EU markets. It recorded a 6.2% volume increase, with 141,993 new cars taking to the country’s roads. This was boosted by a significant uptake in plug-in hybrid (PHEV) demand.
Hybrid popularity reaching a peak?
In 2025, hybrids, including both mild and full-hybrid versions, were the most popular new powertrain for drivers in the EU. January 2026 provided a continuation of the trend. However, this could change as the year develops.
In total, 308,364 new hybrids took to EU roads in January. This equated to an upswing of 6.2% and 18,024 additional units. This strong start to the year ensured a new 38.6% market share high, up 3.7 percentage points (pp).
Amid its overall January decline, Germany saw hybrid volumes drop by 1.8%. In total, 58,206 new models featured the technology in the month. This followed on from marginal growth in December. As the EU’s biggest new-car market, Germany sets the stage in terms of powertrain demand. The technology may have reached a natural peak in the country, as the tide shifts towards EV sales.
For France, January brought stagnant hybrid demand, with a 0.1% year-on-year improvement. Conversely, Spain witnessed a 9% increase, while 74,422 new hybrids joined Italy’s car parc, capping a 24.9% boost.
In total, 15 of the EU’s 27 nations recorded year-on-year hybrid gains. Following a year in the doldrums, Estonia registered the highest upswing at 158.3%. Bulgaria also saw triple-digit hybrid lift of 140%. Austria, Czechia, the Netherlands and Portugal all witnessed hybrid growth.
However, Poland, the EU’s fifth-largest market in terms of overall volumes, saw a 17.2% year-on-year decline in hybrid registrations. Meanwhile, the country continued a trend of strong EV adoption, suggesting a shift towards fully-electric cars.
Solid start to 2026 for EVs
EV uptake, made up of battery-electric vehicles (BEVs) and PHEVs, appeared strong across the EU in January. However, this was measured against a comparatively low baseline 12 months ago. The plug-in share equated to 29.1% in January as a total of 232,971 plug-in models made their way to customers. This was up 6.9pp from 12 months prior.
Breaking down the powertrains, 154,230 new BEVs made their way to EU customers in January, up 24.2%. This ensured a market share of 19.3%, up 4.4pp year on year. Meanwhile, PHEVs accounted for 9.8% of new-car volumes with 78,741 vehicles registered. This equated to a 2.4pp uplift. Volumes increased by 28.7%, the fastest growing of all powertrains.
Breaking down EU EV uptake
The EU’s largest markets underwent mixed fortunes in January when it came to new BEV adoption.
Germany returned buoyant all-electric vehicle numbers in the month. In total, 42,692 BEVs were registered, a 23.8% year-on-year increase. This was coupled with a healthy 23% lift to PHEV figures, amounting to 21,790 units. This came as a new domestic incentive framework, retroactively available from 1 January, was rolled out.
France saw a 52.1% increase in BEV registrations. In total, 30,307 battery-powered models reached customers. This was assisted by a combination of tax reduction, infrastructure support and regulatory incentives. However, this comes amid wider market declines.
Fired by incentives, Spain proved a consistent BEV powerhouse in 2025. Despite measures changing at the end of last year, January was a good month. In total, 6,472 new BEVs meant a 29.1% delivery increase. Meanwhile, PHEV demand soared by 66.7% year on year, amounting to 8,740 units. Domestic industry bodies have urged for clarity regarding incentives, hoping to ensure the country’s electrification can continue in 2026.
Poland continued its 2025 trend. January saw year-on-year BEV increases of 216.1%, the highest figure in the EU. This was achieved with 3,544 units. Coupled with this, Polish PHEV registrations jumped by 95.7%. Demand for these powertrains has been facilitated by the country’s NaszEauto incentives programme, which was launched in 2024.
PHEV power proving important
Of the EU’s major new-car market players, Italy saw PHEV popularity come to the fore in January. In total, 11,638 new models made their way to customers, up 134.2% year on year. Industry body UNREA highlighted an expanded range of models and an attractive tax framework as motivation for this healthy business.
The BEV market saw a notable decline in the Netherlands, down 35.4% fall in January. However, the reverse was true for PHEVs. In total, 8,025 new plug-in hybrids left Dutch forecourts, ensuring a year-on-year boost of 49.1%.
Austria also witnessed double-digit increases in both BEV and PHEV registrations in January, with 23% and 66.7% growth, respectively. This came despite there being no EV purchase subsidies in the country, as written by the European Alternative Fuel Observatory.
Instead, a mixture of tax incentives and cash subsidies, plus a favourable approach to EV fleet support, helped boost numbers. Plus, a new electric mobility information platform called eMove Austria was launched in January.
Despite a 4.2% drop in BEV volumes, Czechia enjoyed notable PHEV gains. In total, the country saw 850 units registered, a 32.6% uplift.
ICE drifts into 2026
It is no small surprise that January saw internal-combustion engine (ICE) registrations continue to fall across the EU. Amid legislative changes to CO₂ targets, both new petrol and diesel interest have petered out across all major markets.
Combined petrol and diesel registrations reached 240,539 units, signalling a 26.7% year-on-year volume decline. Coupled with this, the powertrain group captured 30.1% of the EU new-car market, a 9.4pp dive.
This dwindling fuel type group remains a relatively strong market player. In January, ICE registrations exceeded combined BEV and PHEV volumes by just 7,568 units. The plug-in market share trailed petrol and diesel by just 1pp. With the narrowing gap, the coming months could see the EV market overtake ICE, signalling a shift in powertrain dynamics.
In terms of new petrol registrations, 175,989 new vehicles took to EU roads in the opening month of 2026. This marked a 28.2% drop. Market share came out to 22%, down 7.5pp on 12 months prior. Five nations recorded petrol volume increases. Austria saw a 3.3% lift, while Estonia saw an eye-catching 248.8% surge. Yet this amounted to just 286 units.
Diesel declined in 23 of the 27 EU new-car markets. January saw 64,550 new vehicles registered across the bloc. This marked a 22.3% year-on-year fall. Once again, Estonia saw triple-digit increases at 431.4%, as 186 new diesels found their way to customers.
Following three years of economic underperformance and uncertainty, Hungary faces a challenging 2026. Barnabás Kovács, head of valuations for Hungary at Autovista Group, explores the numbers with Autovista24 editor Tom Geggus.
Industrial production and investment in key sectors continue to be strained. High energy prices and taxation have put extra pressure on businesses. Meanwhile, households are struggling with affordability. Higher costs, perceived inflation, and economic uncertainty have led consumers to save rather than spend where possible.
After three consecutive years of weak GDP performance, the country’s economy is expected to grow by to 2.4% in 2026. This could support a modest recovery in consumer demand.
The National Bank of Hungary (NHB) confirmed the average rate of inflation in the country was 4.4% across 2025. This year, the institution expects inflation to rise by 3.2%.
Interest rates were cut to 6.5% in September 2024, and no changes have been made since then. ING believes the NHB could cut rates down to 6.25% on 24 February, with another cut to 6% possible in March.
Regarding financing, the most competitive car loans on offer currently come with approximately 10% interest. Meanwhile, some higher rates are closer to 18%. Dealers long for lower rates of between 3% and 5%, which would encourage a more promising market.
Registration growth continues in Hungary
Thanks to lower results in the early 2020s, the Hungarian new-car market continued to record growth in 2025. Passenger car registrations increased by 6.4% year on year to 129,440 units, as confirmed by ACEA. This was 20.1% higher than in 2023.
Pure internal-combustion engines (ICEs) and mild hybrids (MHEVs) continued to dominate the market. The fuel types accounted for 70.8% of all new-car sales. Meanwhile, full hybrids (HEVs) took a 14.8% share. Suzuki maintained market leadership over these powertrains with locally produced models, followed by Toyota and Skoda.
New EV growth in Hungary
Hungary’s BEV market saw significant growth, with sales up 28.5% year on year and a share of 8.5%. All-electric demand was boosted by various incentives. This included purchase subsidies, as well as company tax, registration tax and ownership tax benefits, according to the European Alternative Fuels Observatory (EAFO).
Tesla was the leading brand in the BEV market, followed by BYD and BMW. The most popular models were Tesla Model Y, Kia EV3 and Tesla Model 3.
The PHEV market showed slower growth of 25.3%, taking a 5.5% market share. These powertrains were heavily driven by corporate buyers, accounting for 74% of PHEV and 80% of BEV registrations.
Last year, the Hungarian new-car market experienced a significant influx of Chinese car brands, led by BYD. The carmaker is about to produce the Dolphin Surf and Atto 2 at its new Szeged plant in Hungary. Other key players expanding their presence include Chery’s Omoda and Jaecoo, Nio, Leapmotor and SAIC-owned MG.
Growth expected in 2026
This year, Hungary’s new-car market is forecast to grow slightly following post-COVID-19 volatility. While new-car sales may see a modest increase, the market faces pressures from high consumer prices and strict emission standards. This is despite Hungary’s currency, the forint, strengthening to its highest level in recent months.
HEVs can be expected to continue dominating the new-car market in 2026. The government’s BEV incentive scheme for business fleets has been extended again. It will now run until 15 April, and with a budget of over 5 billion forints (€13,175,000).
The EAFO expects a new subsidy scheme to be introduced for private buyers this year. However, no date has yet been confirmed. With or without them, it is doubtful that these vehicles could gain a significant market share in Hungary.
Imports increase in Hungary
The number of used cars imported into Hungary nearly matched last year’s new car registration total at 128,155 units. This level was 15.5% higher than in 2024 and 21.3% above 2023.
On average, an imported car is now 12 years old. Meanwhile, the total market saw average age hit 16.3 years in 2025, which has been growing slowly. Nominal prices are continuously crawling upwards because of the increasing demand and limited supply. Even the improving exchange rate cannot offset this phenomenon.
Most buyers are looking for more affordable vehicles, opting primarily for Euro 4 and Euro 5 cars. Among these models, naturally aspirated petrol engines are the most popular propulsion systems. Diesel is also popular for larger vehicles and covering long distances. Tesla has a high ranking as a BEV brand, with the Model 3 considered a reliable choice.
Germany continues to be a primary import market for Hungary, thanks to reliability and a wide selection of cars. Belgium is another major source, which sees well-maintained, regularly serviced cars in good condition.
Elsewhere, Italy brings rust-free bodies, and the Netherlands imports well-maintained cars with detailed, manipulation-free online registration.
What is happening in China’s electric vehicle (EV) market? How much is Uber investing in autonomous vehicle charging hubs? Can Europe build its own EV batteries? Tom Geggus, Autovista24 editor, discusses these points in The Automotive Update podcast.
In this episode, Autovista24 analyses China’s slowing EV market and reveals the best-selling models in the country. Plus, how has Tesla avoided suspension of its dealer and manufacturer licence in the US?
Globally, China accounts for 59.1% of battery-electric vehicle (BEV) sales and 70.3% of plug-in hybrid (PHEV) deliveries. But despite dominating the figures, the country saw its total EV numbers struggle in December. Figures rose by just 0.5%, according to the latest data from EV Volumes.
Despite total plug-in sales increasing between January and December last year, this was not helped by the country’s PHEV market. It experienced a run of monthly declines from July onwards.
One reason for this poor performance was the decline of BYD. The brand accounted for 33.3% of total EV sales in China during 2025 and dominated the PHEV market. Yet its sales were down 9.9% across the year.
However, with new players entering the PHEV market, 2026 will see more brand diversification. This could help boost figures, while new BYD models will also help impress buyers.
BEV sales rose by just 4% in December 2025 following a run of double-digit improvements. China’s carmakers will be hoping this is not the start of a new trend, especially if the PHEV market continues to struggle.
Tesla avoids suspension
Tesla has avoided a 30-day suspension of its dealer and manufacturer license in California. This follows the brand halting its use of the term ‘Autopilot’ in its vehicle marketing in the state.
Uber Technologies will invest more than $100 million (€84.9 million) into autonomous vehicle charging hubs, according to Reuters.
The company will deploy DC fast charging stations at its fleet depots and other locations throughout priority cities. This is expected to begin in the Los Angeles Bay Area as well as Dallas, before hitting other hubs.
Uber will also work with charge point operators to establish ‘utilisation guarantee agreements’. This will support the rollout of hundreds of new chargers in cities across the world.
EV charging offer in the Netherlands
Leasing provider, Ayvens, has launched a new EV charging offering. Ayvens Power promises customers in the Netherlands access to over one million charging points across Europe, spanning different operators. Drivers will get real-time availability and pricing details before arrival.
Meanwhile, a fleet portal will provide charging insights, cost visibility and reporting tools. The solution is due to roll out in France, Germany, Italy, Belgium, and the UK later in 2026.
Can Europe build EV batteries?
Yann Vincent, CEO of the Automotive Cells Company (ACC), has questioned who will make batteries for Europe’s domestic carmakers.
‘One crucial question remains: who will manufacture the batteries for European cars?’ Vincent asked. ‘Asian players, particularly Chinese giants, as is already the case for 99% of them? At the risk of putting the strategic independence of European car manufacturers solely in the hands of BYD, CATL, LG, etc?’.
The CEO also confirmed that the ramp-up of ACC’s gigafactory in Hauts-de-France is taking longer and costing more than expected. This is weakening the company’s financial position. He also stated the goal of building the factory was ‘too close to give up on.’
China’s plug-in hybrid (PHEV) market struggled in 2025, but could December’s results suggest a slowing battery-electric vehicle (BEV) market? Autovista24 special content editor Phil Curry examines the market and the best-selling models of 2025.
China’s electric vehicle (EV) market ended 2025 with growth. But the BEV and PHEV results in December suggest that 2026 could prove to be a difficult year.
In total, 8,097,866 BEVs were sold across 2025, a rise of 27.6% year on year, according to EV Volumes’ latest data. Meanwhile, 5,072,986 PHEVs made their way to customers in China, an increase of 4.2%.
A slowdown in the plug-in hybrid market across 2025 altered the powertrain dynamics in the country. During December alone, PHEV sales fell by 4.2%, with 558,513 units leaving dealerships. This was the sixth monthly decline in a row, according to the latest EV Volumes figures.
Yet the BEV market also slowed in December. With 788,471 units delivered, volumes increased by 4% year on year. This was the lowest growth since June 2024. This meant the combined EV market recorded 1,346,984 deliveries, a rise of just 0.5% compared to the same month in 2024.
So, BEVs accounted for 61.5% of all EV sales last year, an increase of 4.9 percentage points (pp). This meant PHEVs took 38.5% of the market, down from 43.4% a year prior. With PHEV sales in decline, the country’s EV market will be hoping December is not a precursor for what is to come.
China’s best-selling PHEV: the BYD Qin Plus
BYD dominated China’s slowing PHEV market in 2025. The carmaker placed seven models in the country’s top 10, however, only one of these achieved year-on-year growth.
The best-selling PHEV in China last year was the BYD Qin Plus. Having placed second in 2024, it jumped to the top of the chart with 281,413 sales in 2025. However, this was down by 17.6% compared to its volumes in the previous year. The result was good enough for a 5.5% market share, a drop of 1.5pp.
In December, the BYD Qin Plus topped the PHEV chart with 40,000 sales in the month. This was an increase of 31.1% compared to December 2024. The result was good enough for the model to achieve a 7.2% market share, up by 2pp.
In second place at the end of 2025 was the BYD Seal 6, which achieved 188,525 sales across 12 months. This was a 2.6% decline year on year, while its market share of 3.7% was down 0.3pp.
December saw the model suffer its worst volume result since it first recorded sales in May 2024. Just 6,111 units were sold, a 77.1% decline year on year. This left it in 27th position, while the Qin Plus increased its lead in the annual chart.
Changing times in China
Third in 2025 went to the BYD Song Pro as it recorded 180,661 sales. This was a drop of 28.3% year on year. The model took fourth in December, as 18,373 units made it to Chinese roads, a decline of 27.6%.
The Song Pro was helped in the annual chart by a terrible month for the fourth-placed BYD Song Plus. It ended December 44th in the monthly chart, with just 4,000 sales, an 88.3% volume decrease.
This was in stark contrast to its performance in Europe. Known in the region as the Seal U, it topped both December’s and the annual best-selling PHEV chart.
In China, the Song Plus achieved 166,764 deliveries between January and December. This was a decline of 51.4%, the worst percentage drop recorded in the PHEV top 10. Having won the title in 2024, its market share of 3.3% was down by 3.7pp.
The first non-BYD model was the Li Auto L6 in fifth. With 166,174 deliveries, it ended the year just 590 units behind the BYD Song Plus. However, its volumes were down by 13.6%. This gave the model a similar 3.3% market share. The L6 was helped by a ninth-place finish in December’s table, although the 12,334-unit tally was down by 55.6%.
Making their mark
The BYD Qin L recorded 162,817 sales across 2025. It was another BYD model to see sales drop, down by 29.1% year on year. In December, the model finished 13th with 10,000 sales.
The newest model in the 2025 top 10 was the Aito M8 in seventh. With sales first recorded in April 2025, it achieved a total of 148,934 deliveries, to grab a 2.9% market share. It was helped by a sixth-place finish in December, with 17,123 sales.
The BYD Song L took eighth. It was the only model from the brand in the top 10 to record growth. Furthermore, it was only one of two PHEVs in this list to see its sales increase at all. With 141,686 deliveries, it achieved a 16.5% improvement year on year. December saw the model finish eighth as well, with 13,000 deliveries, although this was down by 42.1%.
The BYD Destroyer 05 jumped to ninth, with 127,509 sales, a 40.5% decline. Having started the year strong, sales slipped from March onwards. Although the 123,137-unit total for 2025 was 496.7% up compared to 2024.
The Galaxy Starship 7 was not helped by a 32nd-place finish in December. Just 5,190 units were delivered, the model’s worst volume total since its launch. Having started the year strongly, declining fortunes across 2025 meant it finished 10th in the annual table.
New models fight for places
Many of the 2025 top 10 secured their place in the chart thanks to strong performances early in the year. But five different models made the table in December alone, suggesting 2026 could see more competition than ever.
Finishing second was the Fang Cheng Bao Tai 7, with 34,086 deliveries. It was followed in third by the Aito M7, with 26,468 units delivered, a 97.3% year-on-year increase. Fifth went to the BYD Sea Lion 6, with 17,380 units sold. The BYD Seal 5 was seventh with 16,484 deliveries in just its third month on the market.
Rounding out December’s table was the WEY Gaoshan, with 10,846 sales. This was a record result for the model, which has been on the Chinese market since September 2023. It was also the second time it achieved a five-digit volume in its history, following another impressive performance in November.
China’s best-selling BEV: The Geely Geome Xingyuan
China’s best-selling BEV in 2025 was the Geely Geome Xingyuan. With 471,410 deliveries, it powered to the top spot in its first full year on sale. It comfortably beat 2024’s BEV leader, the Tesla Model Y, taking back the market for domestic brands. It achieved a 5.8% market share across 2025.
In December, the Geely Geome Xingyuan placed second with 41,619 deliveries, a rise of 152.4% year on year. This was good enough for a 5.3% market share, up 3.1pp.
Taking second in the annual table was the Wuling Mini, with 431,617 sales. This was an increase of 65.3% compared to 2024, while its 5.3% market share was up 1.2pp.
The model had a rollercoaster 2025, with strong results in the last months of the year. It topped monthly sales tables in September, October and November, helping it take second in 2025. This run ended in December, as the Mini placed sixth with 19,076 deliveries, down 49.5% year on year.
Rounding out the top three last year was the Tesla Model Y. After taking the best-selling BEV title in 2024, it slipped down the rankings with 425,337 sales, a drop of 11.4%. This meant its 5.3% market share was down by 2.3pp compared to 2024.
Yet the US BEV did claw back some of its gap to the second-placed Wuling Mini in December. It topped the monthly sales, with 65,874 units, a rise of 6.5%, in line with its usual end-of-quarter delivery peak. However, results earlier in the year left it battling the domestic brands across 2025.
BYD Seagull fails to fly
The BYD Seagull, which took second in 2024, fell to fourth place last year with 310,956 sales. This was a drop of 29.7%. It was responsible for 3.8% of all BEV deliveries in China last year, down from the 7% achieved in 2024. December was a difficult month for the Seagull, with 18,307 units taking to Chinese roads, a 62.5% decline.
The Xiaomi SU7 was the fifth-best-selling BEV in China last year, with 258,065 sales. This was an 85% increase compared to 2024, with a 1pp jump in market share to 3.2%. Its position was not helped by a 16th-place finish in December’s table, with 11,024 deliveries, its worst volume of the year.
In sixth was the BYD Yuan Up, with 217,814 deliveries between January and December. This was an increase of 61.5% compared to 12 months prior, bucking the trend of BYD declines. It achieved a 2.7% hold of China’s BEV total, a rise of 0.6pp. December saw the model finish in seventh, with 18,766 deliveries, a 1.2% rise.
The Tesla Model 3 ended 2025 in seventh with 200,361 units making their way to customers. This was an increase of 13.3% compared to 2024, although its market share fell 0.3pp to 2.5%. The US BEV was helped by a strong December, where it placed fourth with 27,969 sales. This was a 32.9% improvement on the year prior.
Strong positions despite poor results
The Xpeng M03 took eighth in 2025 with 177,150 units. This was a 264.7% rise against 2024’s figures. Its 2.2% market share was up from 0.8% the year before. The model had a steady year in 2025, although it placed 12th in December with 14,183 sales.
The Geely Panda Mini was the ninth-best-selling model of 2025, with 162,108 deliveries, an improvement of 23.2%. However, with increased competition, the model’s market share fell 0.1pp to 2%. This was despite placing just 54th in December’s sales chart, with 4,373 units, its lowest volume recorded in a month since January 2023.
However, this was not enough for the BYD Dolphin to take advantage. The model jumped into the annual top 10 with 160,745 sales, up by just 0.1%.
Ones to watch in 2026
Four models made December’s top 10 best-selling BEVs list, while not entering the yearly table. Leading this group was the Xiaomi YU7 in third, with 38,927 sales. The model has proven popular since its launch in June 2025.
The Nio ES8 achieved a record result, despite deliveries starting around March 2018. December saw the model record 20,354 sales, a 1,933.4% increase year on year. It was only the second time the ES8 had recorded five-figure deliveries after November’s tally.
Having started deliveries in August 2025, the ArcFox T1 made its top 10 debut in December, with 17,170 sales. This was good enough for ninth. Meanwhile, the Li Auto I6 took 10th with 16,080 deliveries in its fourth month on the market.
