After a difficult start to the year, the French new-car market returned to growth in spectacular fashion during March. Soaring battery-electric vehicle (BEV) volumes made this possible, but why did the technology see a significant increase? Tom Hooker, Autovista24 journalist, explores the figures.
The new-car market in France returned to growth in March, marking the country’s first improvement since October 2025. According to the PFA, 173,634 units were registered in the month, an increase of 12.9% year on year. In part, the rise was boosted by an extra working day compared to March 2025.
New-car purchases from individuals represented 46% of total volumes last month, with a 22% delivery increase, according to AAA Data. Within this sales channel, long-term leasing rose sharply. Deliveries to fleets suffered a 2% decline during March, while registrations associated with short-term rental companies climbed 19%.
Despite this double-digit growth, the French new-car market recorded a 2.1% decline in the first quarter of 2026. According to AAA Data, 401,556 deliveries took place during this period, a loss of 8,528 units year on year.
Similar to many major European new-car markets, the powertrain mix continues to shift towards electrification in France. BEV deliveries have soared, while hybrids are seeing more marginal year-on-year gains. But unlike the other big five markets, plug-in hybrid (PHEV) volumes have remained stagnant. This comes as both petrol and diesel registrations fell significantly.
BEV growth provides lifeline
BEV registrations soared 68.8% in March to 49,406 units, according to Autovista24 analysis. This growth provided a lifeline for the French new-car market. Without it, overall registrations would have fallen by 0.3% year on year.
The figure presented the powertrain with a 28.5% share of overall new-car volumes, up 9.5 percentage points (pp) year on year. This was the largest market share of any in Europe’s big five automotive markets, reflecting a wider first-quarter trend.
Behind the technology’s surging sales, many factors are having a positive impact on delivery volumes.
‘France’s strong increase in BEV registrations during March was mainly driven by the social leasing scheme. While the program reopened in late 2025, people who registered for the scheme are now taking delivery of their cars,’ outlined Ludovic Percier, senior residual value analyst for France.
The scheme allows lower-income households to access BEVs through long-term rental contracts. These are provided at significantly reduced monthly costs, supported by the state. Monthly rental costs cannot exceed €200 excluding options, accessories and services. Some offers reach less than €140 per month.
Factors assisting BEV demand
‘Other short and long-term factors have assisted demand. Since February 2025, BEVs have profited from a notable change to company-car taxation,’ Percier continued.
‘The technology faced a less severe increase in benefit-in-kind rates than any other powertrain. This makes them significantly more favourable compared to internal-combustion engine (ICE) vehicles, strengthening their appeal in the fleet market.
‘Furthermore, rising fuel prices have improved the comparative total cost of ownership of BEVs since March. However, this effect is minimal and is more linked to the used-car market,’ he commented.
AAA Data also pointed towards the country’s purchase and leasing incentives as a factor that has helped boost BEV volumes.
Known as the ‘electric passenger vehicle boost’, the subsidy provides funds of between €3,500 and €5,700 when buying an electric vehicle (EV). Additional bonuses are available for vehicles where the battery is manufactured in Europe.
At the start of 2026, the French government also raised the income ceilings defining the categories of modest households. This move means more families are eligible for higher grant levels. The industry body also noted that discounts offered by some manufacturers are helping BEV demand.
From January to March, BEVs took a 27.9% share of overall new-car registrations. This was up from 18.2% during the same period of 2025. The technology enjoyed a 50.4% delivery increase to 112,083 units, according to AAA Data.
Stagnant PHEVs
Conversely, PHEVs faced a 2.2% delivery decline in March to 8,108 units, according to Autovista24 analysis. The powertrain took a 4.7% market share last month, down by 0.7pp year on year.
PHEV volumes during the first quarter of 2026 were stagnant. Just eight fewer registrations were recorded compared to the same period last year, according to AAA Data. A total of 19,584 units ensured a 4.9% share, up 0.1pp.
Combining BEV and PHEV figures, the EV market in France had a positive start to the year. Volumes improved by 53.2% in March, with its share increasing by 8.7pp to 33.1%. A 39.9% year-on-year improvement was seen in the first quarter, with 131,667 registrations. This equated to a 32.8% share, up from 22.9%.
No growth in sight for ICE
Internal-combustion engines, including petrol and diesel-powered models, had a weak March, suffering a 25.4% slump in deliveries year on year. According to Autovista24 analysis, the powertrain group accounted for 16.9% of new-car volumes in the month, down 8.7pp.
Diesel performed particularly poorly, with a 31.2% drop to 4,448 units. This translated to a 2.6% market share, down from 4.2%.
This made it the least popular powertrain in the new-car market, behind even the ‘others’ category. This powertrain group includes liquefied petroleum gas models, natural gas vehicles and super-ethanol cars.
Petrol endured a 24.2% drop in March to 24,908 registrations. The fuel type made up 14.3% of overall volumes, down 7.1pp year on year. This means its market share was roughly half that of BEVs. In March 2025, petrol was ahead of the all-electric technology by 2.4pp.
From January to March, deliveries of ICE-powered cars fell by 41%. The powertrain grouping recorded 68,507 registrations, with its hold on the market loosening from 28.3% to 17.1%.
Broken down, diesel deliveries declined by 44.5% year on year, according to Autovista24 analysis. Its 10,067-unit total translated to a 2.5% market share, down 1.9pp. Meanwhile, petrol posted a 40.3% slump to 58,440 registrations. The fuel type represented 14.6% of total new-car volumes, down from 23.9%.
The shares of both petrol and diesel models were the lowest among the major EU markets in the first quarter. This may be a factor in France’s decline across the three-month period.
Hybrid’s double-digit growth
Hybrids, including full and mild versions, enjoyed a double-digit delivery improvement in March. The powertrain posted 80,709 registrations in the month, increasing by 14.2% year on year. This enabled a dominant 46.5% market share, up 0.6pp, according to Autovista24 analysis.
Hybrids accounted for 47.3% of the new-car market in the first quarter, an increase of 2.4pp from the same period in 2025. However, its growth was more marginal, up 3.1% to 189,904 units, according to AAA Data.
Adding hybrids to the EV total, the electrified market recorded strong results in both March and the first quarter. Deliveries grew by 27.7% last month, as the powertrain group’s share rose from 70.3% to 79.6%. In the first quarter, volumes increased by 15.5%, while the group’s share sat at 80.1%, up 12.2pp year on year.
The ‘others’ category did not enjoy the same success as electrified models. The powertrain group suffered a 3.7% drop in volumes to 6,054 units in March, according to Autovista24 analysis. Its share subsequently fell from 4.1% to 3.5%.
Its first quarter result was more severe, as volumes slumped by 26.6% to 11,478 units. The category captured 2.9% of the new-car market in this period, down 0.9pp year on year.
Electrified and internal-combustion engine (ICE) powertrains split the UK new-car market after the first quarter of the year. But after another month of improvement, is the country’s current growth sustainable? Autovista24 special content editor Phil Curry examines the market.
The UK’s new-car market posted its strongest March result since 2019, as the country’s plate-change period helped boost overall volumes.
According to the latest data from the SMMT, 380,627 new cars made their way to customers last month. This was an increase of 6.6% compared to 2025, equating to an extra 23,524 units, according to Autovista24 analysis.
March is one of two important months for the UK market, the other being September. During these times, new registration plates are released, making deliveries more attractive. In March, new ‘26’ plates were released, with ‘76’ plates due in September.
In 2025, March was the strongest month of the year, accounting for 17.7% of the annual registrations total. With the SMMT highlighting that current geopolitical changes are likely to impact the market, the same pattern may occur in 2026.
Across the first quarter of the year, UK registrations are up by 5.9%, with 614,854 units delivered to customers. This is an improvement of 34,352 passenger cars, according to Autovista24 calculations.
Record results in the UK
March was the best month on record for electrified vehicles, according to the SMMT. This category includes full hybrids (HEVs), battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs). A total of 196,059 units were delivered in the month, a 23.1% increase year on year.
Electrified volumes were also above ICE figures for the first time this year. The UK reports its ICE figures differently from other markets. Mild-hybrid powertrains are merged with their respective petrol and diesel counterparts, rather than being included with HEV figures.
The electrified market overtook the petrol and diesel group for the first time in September last year. However, it slipped behind once again at the start of 2026. March’s strong result may be the start of a period of dominance for the powertrain group.
After three months of the year, electrified passenger cars had overtaken ICE, thanks to their performance in March. With 307,652 registrations, the group was just 450 units ahead of the combined petrol and diesel performance. This was enough for a 50% market share.
BEVs continue to improve
BEVs were the second-best-selling powertrain type in the UK last month. With 86,120 deliveries, they made up 22.6% of the market. The figure was a record total for all-electric registrations, with volumes increasing 24.2% compared to March 2025.
March also saw the first year-on-year improvement in BEV market share of 2026. The technology’s hold rose by 3.2 percentage points (pp) to 22.6%. However, this was some way behind the required share in the zero-emission vehicle (ZEV) mandate.
This is emphasised further by the powertrain’s performance in the first quarter of the year. Deliveries have improved by 14.5%, with 137,614 units taking to the road. However, the market share of 22.4%, while 1.7pp higher year-on-year, is 10.6pp below the mandated target.
For 2026, vehicle manufacturers are required to ensure that 33% of their passenger cars registered in the UK are zero-emission models. Yet, the overall market has failed to meet the target in the first two years of the mandate.
Calls for review into UK transition
At the recent SMMT Electrified conference, chief executive Mike Hawes highlighted how the market had changed since the ZEV mandate was first proposed.
At the start of 2026, battery costs were more than 30% higher than expected, according to the SMMT. Furthermore, the industry body said that industrial energy prices are around 80% above 2021 levels. Additionally, it also noted how public charging can cost over 140% more than five years ago.
Moreover, the SMMT has also highlighted that the current geopolitical situation, which is impacting oil prices, may spark interest in electric vehicles (EVs). Yet with a risk of higher energy prices and supply-chain costs, the increased cost of living could undermine consumer confidence.
These geopolitical changes have added urgency to the automotive market’s calls for a rapid review of the ZEV transition.
The SMMT has pointed to other markets, which have amended their plans to reflect current market realities. While the UK government holds firm, however, carmakers are having to invest heavily in both development and discounting to meet ZEV mandate targets.
‘Delays to a review of the UK transition will put the country in an uncompetitive position, undermining consumer choice, investment and, ultimately, the pace of decarbonisation,’ the industry body said in a statement.
PHEV popularity grows
While the debate about the electric transition continues, the UK’s PHEV market has been gathering strength. March saw the powertrain continue its run of strong results, with a 46.9% improvement year on year. This equated to 15,856 more units, based on Autovista24 analysis.
In total, 49,671 units made it to customers in the month, giving the technology a 13% market share. This is up by 3.5pp compared to a year prior.
The PHEV market has been boosted by the popularity of the Jaecoo 7, which hit the country’s market in February 2025. The Chinese brand has been building momentum, and was the most popular model in March. With 10,064 units registered in the plate-change month, it accounted for 20.3% of total PHEV deliveries.
In the first quarter, PHEVs have seen volumes increase by 46.5% compared to the same period in 2025. With 78,666 units, this offered the powertrain a 12.8% slice of the market, up 3.6pp. Again, the Jaecoo 7 has helped this growth, with 19.8% of the PHEV market. The SUV held second in the best-seller table, behind the Ford Puma.
Combining PHEV and BEV figures, the EV market saw a 31.7% rise in March, with 135,791 units. This was enough for a 35.7% market share, a rise of 6.8pp year on year. After three months, EV figures had improved by 24.4%, with 216,280 deliveries. The powertrain group took a 35.2% hold of total registrations.
ICE remains strong
While electrified models continue to see volume increases, deliveries of petrol and diesel cars suffered in monthly registration figures. Despite this, petrol remained the dominant force in the UK market during March.
The fuel type saw 165,997 units delivered to customers, a drop of 6.1% compared to the same month last year. Having seen a rare increase in volumes during February, this result was a return to a regular trend of decline.
Yet the powertrain still held 43.6% of the market. While this was a drop of 5.9pp, petrol remained 21pp ahead of its nearest challenger, BEVs.
Registrations of petrol-powered cars declined by 3.5% in the first quarter, with 276,689 units. Despite this, the technology still held 45% of the market, a 4.4pp drop.
Diesel popularity continued to wane, with March seeing figures fall by 11.4% to 18,571 units. This was only good enough for a 4.9% share of the market, down from the 5.9% recorded a year prior. Between January and March, diesel deliveries totalled 30,513 units, down 9.8%, equating to a share of just 5%.
Combining the powertrains, ICE registrations dropped 6.7% in the month with 184,568 units. This was good enough for a 48.5% share of total deliveries, falling behind the electrified market for the first time in 2026.
This means that after the first quarter, both ICE and electrified groups shared a 50% hold of the UK new-car market. With 307,202 registrations, the combined petrol and diesel grouping suffered a 4.2% delivery decline year-on-year.
HEV pulls ahead in UK hybrid race
HEVs continued to be the third-best powertrain in the UK during March. Its 60,268 registrations were enough for a 7.3% increase compared to the same period last year. However, its 15.8% market share was up just 0.1pp compared to March 2025.
After the first quarter, the powertrain has seen a 6.2% rise in volumes, with 91,372 deliveries. This was good enough for a 14.9% slice of overall new-car registrations. Yet with stronger growth for PHEVs and BEVs, the powertrain’s market share only rose by 0.1pp year on year. The unit gap between HEVs and PHEVs has risen, thanks to the better volume total in March for full hybrids. But with plug-in hybrids increasing in popularity, the technology could close the gap in the coming months.
As oil and gas prices rise, what effect will this have on global light-vehicle sales? Will electric vehicles (EVs) be able to take advantage of recent geopolitical changes? Autovista24 journalist Tom Hooker and special content editor Phil Curry explore the latest insights from Neil King, head of forecasting at EV Volumes, in the Automotive Update podcast.
In this episode, the latest EV Volumes forecast is reviewed. Autovista24 special content editor Phil Curry provides insights from King, including a global EV market outlook alongside regional projections.
With a quarter of 2026 having passed, the latest forecast from EV Volumes shows that growth in the global light-vehicle market will slow. Geopolitical developments mean deliveries could remain stable this year, while the share of EVs is expected to increase modestly.
According to the latest data, combined sales of passenger cars and light-commercial vehicles will increase by just 0.4% globally this year. This is down from the previous update, which assumed a 2.7% rise in volumes across 2026.
With increased living costs and the rising price of oil and gas, household purchasing power is being eroded. Companies are also being forced to delay investments, amid uncertainty over how long energy prices will remain elevated. This means vehicle renewal is being placed further down the list of priorities.
EVs, including battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), are predicted to make up 24.7% of light-vehicle sales in 2026. This is down by 2.8pp compared to the previous forecast released at the end of 2025. In total, around 22.7 million electric models are expected to take to roads around the world.
This would represent modest growth of just 5% year on year. This would outpace the projected overall light-vehicle growth in 2026. However, it would also mark a lower rise following the 21.9% gain in 2025. With governments in larger markets phasing out purchase incentives and tax breaks, a slowdown is likely this year.
The EV share is forecast to increase to 27.4% next year, then rise to 31.8% by the end of 2028. By 2030, EV Volumes predicts that this global share will rise to 40.4%, before hitting 61.1% in 2035, and reaching 80.6% in 2040.
Slowing market in Europe
The European automotive market has faced turbulent times recently. LCV demand was particularly affected by trade frictions and tariffs in 2025, with the passenger-car market following suit. In addition, continued political uncertainty and rising debt levels curtailed demand in the continent.
A wide range of geopolitical changes have caused Europe’s light-vehicle sales forecast for 2026 to be downgraded. EV Volumes believes that light-vehicle sales in Western and Central Europe will rise by a modest 0.1% this year, a drop of 1.6pp against the December 2025 forecast.
At around 15.1 million units, this is far below the 18 million light vehicles registered in 2019. Moreover, it is not expected that the European market will return to that level before 2040. The market is projected to improve by 1.4% in 2027. This increase hinges on a complex mix of regulatory and economic factors. A similar rise is expected in 2028.
More to come from EVs
This year, the EV market is expected to continue expanding, as Germany reintroduces incentives, while Spain also pushes forward with its Auto+ Plan. Additionally, Chinese carmakers are strengthening their footprint on the continent, appealing especially in price-sensitive markets.
EV sales are expected to grow 16.7% this year to 4.7 million units, taking a 31.3% share of all deliveries. BEV volumes are forecast to grow 18.4% year-on-year, accounting for 69% of EV sales in 2026. Meanwhile, PHEV sales are expected to increase by 13%.
With new model launches, lower prices, and tightening EU emissions targets, EV volumes will continue to increase in the coming years. The market share of EVs will sit at 37.4% next year, rising to 43.8% in 2028.
The EU’s Automotive Package, which introduces a revised CO2 reduction pathway and compliance mechanisms, has altered the EV Volumes forecast. Assuming its full implementation, EVs are expected to account for 57.3% of light-vehicle sales by 2030. This rises to 84.2% by 2035, and reaches 95.5% in 2040.
These projections assume emissions balancing between 2030 and 2032 and continued alignment of national policies. Several markets are expected to maintain stricter targets. The UK is currently committed to a new-car petrol and diesel ban in 2030, with zero-emission only sales from 2035.
EV popularity struggles in Northern America
In the Northern American market, 2025 sales were affected by multiple factors. This included the impact of EV tax credits ending in the US and manufacturers’ decisions to amend plans for all-electric models.
With new global inflation pressures and continuing weak vehicle demand in the region, EV Volumes forecasts that overall light-vehicle sales will decline 1.9% this year. In total, 17.8 million vehicles will be sold. Deliveries of EVs are also expected to drop by 8.1% in 2026.
This comes as Canada has recently shifted its EV strategy, removing the 100% import tariff on Chinese-made models. Additionally, 49,000 units are now allowed to enter the market under a new arrangement.
At the same time, the Electric Vehicle Affordability Program has been introduced in 2026 in Canada. The country has also seen stricter emissions standards replace the former EV sales mandate. These require carmakers to meet progressively tighter fleet‑wide pollution limits.
In the US, California is exploring a new EV incentive program to fill the policy gap after federal EV tax credits expired in 2025. Some consumers have also expressed growing interest in more affordable EV options, including Chinese models that remain unavailable due to trade barriers.
The combined BEV and PHEV share is now expected to reach 8.9% in Northern America in 2026. EVs in the US are expected to take an 8.7% hold, compared to a 10.2% share in Canada. The Northern American EV share will rise modestly to 10.1% in 2027. This will be mostly supported by Canada and the rollout of more affordable EV models.
Shares will increase to 18.9% in 2030, then reach 37.7% in 2035, before rising further to 57% in 2040. This is well below the predicted global EV share of over 80% in that year.
Domestic focus for China
China’s automotive market saw PHEVs struggle in 2025, while BEVs continued to prove popular.
The country’s government is focused on boosting domestic consumption, with support directed towards state-owned manufacturers. Yet with the March 2026 OECD Interim Economic Outlook projecting 4.4% GDP growth in the country, EV Volumes has downgraded its forecast.
New light-vehicle sales are now expected to reach 27 million units, a 1.3% rise year on year.
As the country pledges to reduce greenhouse gas emissions by 2035, many brands are continuing to launch PHEV and Extended Range Electric Vehicles (EREVs). This comes as BEVs are regaining momentum in China, bolstered by discounting strategies.
As such, BEVs are forecast to account for 62.9% of EV sales in 2026, increasing to around 70% in 2030.
In total, EVs are forecast to represent 50.2% of all light-vehicle sales in 2026, a 0.8pp drop from their 2025 share. This is projected to rise to 72.1% in 2030, before achieving an 84.7% share in 2035. In 2040, the EV hold is expected to widen to 91.1%.
Policy plans in non-Triad regions
With the increase in global energy and oil prices, the March 2026 OECD Interim Economic Outlook projects slower growth for major non‑Triad automotive markets. This includes countries such as Brazil, South Korea, and India. Alongside this, persistent energy‑price pressures are weighing more heavily on demand.
Therefore, the light-vehicle forecast for 2026 has been revised down to growth of 1.1%. With various countries and governments implementing regulations and aid for EVs, the share in this market grouping will rise.
Currently, it is estimated that electric models will make up 8.9% of the market in 2026. This would be a 1.8pp improvement from 2025.
However, budget constraints driven by economic concerns may limit future incentives and/or tax breaks. Additionally, several countries have introduced, or plan to implement, new tariffs on imported vehicles.
The EV share in the non-Triad region is projected to reach 17% in 2030, before increasing to 41.8% in 2035, and 76.8% in 2040. This means the combined EV share of non-Triad markets would surpass Northern America in 2034.
Battery-electric vehicles (BEVs) recorded surging sales in Germany’s new-car market during March. Yet it was not the only powertrain to enjoy positive results, as overall registrations achieved double-digit growth. Autovista24 journalist Tom Hooker reviews the figures.
After a sluggish start to 2026, the German new-car market bounced back in March. Registrations increased by 16% year on year to 294,161 units, according to the KBA. This marked the biggest delivery growth since April 2024 and the highest volume total since June 2024.
Last month’s increase was powered by soaring BEV sales, while lower-than-usual internal-combustion engine (ICE) declines also influenced overall results. Across the first quarter, registrations improved by 5.2% to 699,404 units. This can be seen as a positive performance, following a decline in January and a marginal increase in February.
‘March 2026 demonstrated notable growth within Germany’s new-car market. Private registrations increased by 22.2% in March. Meanwhile, commercial registrations, which maintained a dominant market share of 65%, saw growth of 13%,’ commented Ina Gronemeyer, cluster head of valuations for Germany, Austria and Switzerland.
‘The SUV segment remains the leading category, recording a 29% increase and capturing a 37.1% market share,’ she added.
Volkswagen’s contrasting fortunes in Germany
Germany’s best-selling new-car brands saw varying results across the first quarter. Some inter-group battles remained, while Chinese brands continued to take a foothold in the market.
Volkswagen (VW) suffered a 5.3% drop in registrations between January and March. Yet, it continued as Germany’s most popular new-car brand, with a 18.7% share. In contrast, Skoda, a VW Group brand, enjoyed a 24.6% year on year increase in the first quarter. It placed second in the best-sellers table, with an 8.9% share of overall deliveries.
There were differing performances for other domestic carmakers. Mercedes-Benz endured a 2.4% delivery decline in third place, just 548 units ahead of BMW, which recorded an 8.1% improvement.
Audi saw an uptick of 7.1% in fifth. This contrasted with fellow VW Group brand SEAT, which saw a 14.6% drop in sixth.
Positive first quarter for Stellantis
Stellantis brands Opel and Fiat had a positive first quarter. The former posted a registrations increase of 38.9% in seventh, as Fiat deliveries soared by 65.6% in 10th. In between the two marques came Ford and Hyundai. The US carmaker suffered a 7.4% decline in eighth, while Hyundai achieved a 16.5% improvement in ninth.
Elsewhere, BYD continued its upward trajectory. It saw a 644.5% surge in registrations year on year, giving it a 1.3% market share. Leapmotor and Xpeng also saw deliveries soar by 370.7% and 179.4%, respectively. Although both recorded market shares of less than 1%.
Tesla posted a higher share of 1.8% while achieving a triple-digit improvement of 160% year on year. Overall, non-domestic brands performed strongly across the first quarter, according to the VDIK.
‘Non-domestic manufacturers have once again significantly increased their market share compared to the previous year. This shows that the vehicles coming from these brands are technically innovative, attractive and meet the wishes of the customers,’ explained Imelda Labbé, VDIK president.
‘In the case of BEVs, non-domestic carmakers were also able to make noticeable gains,’ she noted.
Soaring BEV market in Germany
BEV registrations saw significant year-on-year growth in March. Volumes surged by 66.2% to 70,663 units, translating to a 24% market share. This was up 7.2 percentage points (pp) from March 2025.
This was the biggest monthly increase and largest share since August 2023. However, that period saw a pull-forward effect, before subsidies for commercial BEV buyers ended in September 2023.
From January to March, all-electric deliveries improved by 41.3% year on year. The technology accounted for 22.8% of overall new-car volumes, up 5.8pp from 12 months prior.
The technology also ended the first quarter 0.1pp ahead of petrol in terms of market share. This meant BEVs were the second most popular powertrain in Germany’s new-car market during the first quarter of 2026.
Smaller PHEV improvement
Meanwhile, plug-in hybrid (PHEV) volumes recorded smaller improvements. Registrations rose by 13% in March to 29,996 units. After a strong 2025, this marked the powertrain’s lowest year-on-year increase since December 2024.
Yet due to even greater growth from BEVs and hybrids, its market share fell by 0.3pp to 10.2%. This was PHEV’s smallest slice of the market since June 2025.
PHEVs posted a 19.3%* year on year improvement in the first quarter, with 76,114 registrations. The technology captured 10.9% of overall volumes, up from 9.6%.
Combining BEV and PHEV figures, electric vehicle (EVs) saw a 45.7% increase in deliveries during March. The powertrain group made up 34.2% of total registrations, up 7pp year on year. EV growth reached 33.4% in the first quarter, with its market share going from 26.6% to 33.7%.
Wait for EV incentives continues in Germany
Behind the successful start for EVs in 2026, multiple factors may have helped to boost demand, including purchase incentives. The new scheme was announced at the start of the year, with retroactive applications eligible back to 1 January.
Taxable household income and family size determine the amount of funding available for BEV, PHEV and extended-range electric vehicle purchases. Users will be able to apply for support online; however, the portal will not open until May.
‘The significant increase in private registrations may be attributed to the newly introduced EV incentives,’ Gronemeyer outlined.
‘However, it is premature to determine their long-term effectiveness, given the complexity and uncertainty surrounding application conditions. Challenging economic circumstances also make forecasting their effectiveness difficult,’ she projected.
While many buyers will be willing to buy before the portal is opened, some may hold off until May. The ZDK believes this delay will limit the potential of EV growth.
‘People need planning security, and not a funding policy on demand. As long as the promise of EV incentives is not implemented, customers will react with reluctance to buy,’ explained Thomas Peckruhn, ZDK president.
‘For many interested parties in the income class addressed by the incentives, it is a central component of financing, especially for the direct payment of special leasing instalments.’
‘Without clear guidelines, the desired impulse will fizzle out, and the hoped-for ramp-up of EVs will either not get going at all or will be significantly delayed,’ he commented.
Fuelling EV demand
Rising fuel prices may also be affecting EV demand, with the total cost of ownership (TCO) increasing for ICE models. According to the ZDK, the energy costs per 100 kilometres for BEVs are currently significantly lower than those for ICE vehicles.
‘The increased fuel prices play a role in the purchase of EVs, but it remains to be seen whether this will lead to more sales. Vehicle decisions are planned for the long-term, whereas short-term price signals at the petrol station only have a limited impact. So, clear funding rules and reliable framework conditions are crucial,’ outlined Peckruhn.
‘If energy prices remain at an elevated level and at the same time the eligibility criteria and the application procedure for EV incentives are defined clearly, transparently and reliably, then there is a good chance of a noticeable revival of private demand for EVs in the coming quarters,’ he forecasted.
Hybrid growth in Germany
Hybrids, including full and mild hybrids, achieved a 17.4% uptick in deliveries during March. This marked its strongest monthly growth since December 2024, with a total of 87,850 units. It also ensured a 0.3pp increase in share to 29.9%, making it the most popular powertrain in Germany’s new-car market.
Between January and March, hybrid volumes improved by 7.4%, with 206,566 units. This ensured a dominant 29.5% share, up 0.6pp year on year.
Adding hybrids to the EV total, electrified deliveries increased by 31% in March. This gave the powertrain group a controlling 64.1% market share. Electrified volumes improved by 19.9% in the first quarter, with a slightly lower share of 63.2% compared to March alone.
Can diesel recover?
While diesel deliveries continued to decline last month, its performance was surprisingly encouraging. It saw registrations drop by just 0.6%, the fuel type’s best year-on-year result since its 3.7% growth in October 2024. However, its 37,664-unit total was only enough for a 12.8% market share, down 2.1pp year on year.
Things looked slightly bleaker for diesel in the first quarter. Deliveries fell by 6.5% between January and March to 96,311 units, while its share went from 15.5% to 13.8%.
Petrol suffered steeper declines in both March and the first three months of 2026. The fuel type saw a 4.9% slump to 66,959 units, as its hold loosened by 5pp to 22.8%. However, this did mark its best performance since its 3.7% growth in October 2024.
In the first quarter, petrol volumes dropped by 16.1% to 159,058 units. It represented 22.7% of overall registrations, down from 28.5%.
Combining petrol and diesel figures, the ICE market endured a 3.4% drop in March, as its market share fell from 42.7% to 35.6%. First quarter deliveries were down by 12.7%, while the powertrain group’s hold slipped by 7.5pp to 36.5%.
* Editor’s note: This article has been corrected since publication, with PHEV year-on-year growth in the first quarter 19.3%, not 41.3% as previously stated.
The Spanish new-car market continues to impress, with genuine growth across the first quarter of the year. But as the country waits for new incentives, how are powertrains performing? Autovista24 special content editor Phil Curry examines the market.
Spain’s new-car market continued its upward trajectory in March, with registrations increasing once again. Last month, 130,340 new passenger models took to the country’s roads, according to ANFAC. This marked an increase of 11.7% compared to the same month in 2025.
Heading into this year, Spain had a lot of expectations placed upon it. This was because it saw the greatest year-on-year growth out of Europe’s ‘big five’ automotive markets in 2025. This includes Germany, the UK, France and Italy.
However, some of the country’s performances in the first part of 2025 were based on inflated and unnatural market growth. This included vehicle replacements after severe storms and flooding in 2024. Yet deliveries continue to power ahead this year.
‘March once again demonstrates the strong state of the market. We surpassed 130,000 sales, a figure higher than the sales for the same month in 2019,’ highlighted Félix García, director of communications and marketing at ANFAC.
‘Even if we were to remove the impact of the DANA storm from the March 2025 sales figures, the growth would be even greater. This makes us optimistic for the end of the year. If this trend continues, we would be at around 1.2 million sales for the year’
The strong results are even more impressive considering the confusion around the country’s electric vehicle (EV) incentives programme.
The previous MOVES III scheme ended in December 2025, according to RACE. It is being replaced by the Auto+ programme under the Auto 2030 Plan, effective from January 2026, according to Spain’s Ministry of Industry and Tourism.
While €400 million in funding has already been allocated, the scheme is yet to be implemented. So, drivers are buying EVs ahead of applying for retroactive funding.
Despite the confusion surrounding EV incentives, March was the third consecutive month of overall new-car registrations improvement in Spain. The result means that after the first quarter of the year, 300,513 new cars have made their way to owners, a rise of 7.6%.
BEVs drive market in Spain
While buyers await the implementation of Spain’s new incentives, the impact on the battery-electric vehicle (BEV) market has been slight.
In March, 11,861 new all-electric models made it to the country’s roads, a rise of 46.4% year on year. This was the best increase of 2026 so far, although only up on February’s improvement by one percentage point (pp). The result gave BEVs a 9.1% market share, increasing by 2.2pp compared to March 2025, according to Autovista24 calculations.
The run of strong double-digit increases in the Spanish BEV market suggests there is still an appetite for all-electric models. Buyers can purchase now and retroactively apply for subsidies, and this seems enough to keep the market momentum moving.
Across the first quarter of 2026, BEV deliveries increased by 41.6%, with 27,223* units making their way to customers. This translated to a 9.1% market share, an increase of 2.2pp year on year.
The implementation of the Auto 2030 plan could trigger a short-term increase in BEV deliveries. This happened in early 2025, when Spain reinstated the previous MOVES III scheme.
However, just like in 2026, the government extended the programme with retroactive eligibility. This helped to sustain demand that had already been building amid uncertainty over incentive continuity.
PHEVs continue to impress
Spain’s standout performance, in terms of volume growth, once again went to plug-in hybrids (PHEVs). With a 77.5% increase compared to March 2025, the 14,859 units recorded was the powertrain’s best total of the quarter. This represented an 11.4% share of total deliveries, a rise of 4.2pp, according to Autovista24 calculations.
PHEVs have proven to be a popular choice in Spain. Deliveries continue to grow, as does the powertrain’s market share. The technology was the third most popular in March, after hybrid and petrol engines, while remaining ahead of BEVs.
After three months of the year, PHEV registrations were up 74%, as 35,693 units left dealerships. This has given the powertrain 11.9% of the market, up 4.6pp compared to the first quarter of 2025.
Combining BEV and PHEV deliveries, the EV market saw registrations rise by 62.2% in March, with 26,720 deliveries. This was good enough for a 20.5% market share. In the first quarter, the group saw volumes improve by 58.3% with 62,916 units. This presented EVs with a 20.9% market share, according to Autovista24 analysis.
Hybrids rule in Spain
Meanwhile, the hybrid market, made up of full and mild hybrid powertrains, continues to lead. In March, it was responsible for 47.5% of total registrations, a rise of 5.4pp year on year.
In the month, 61,938 units were handed over to customers, a rise of 26.2%. This was the best performance of the year for the technology in terms of volume and growth.
Between January and March, hybrid volumes grew by 18.6%, with 144,126 models delivered. This gave the powertrain a 48% hold of the market total, up 4.5pp year on year.
Adding hybrids to the EV market, total electrified registrations totalled 88,657 units in March. This equated to a rise of 35.2% compared to the same period last year. After three months, electrified registrations totalled 207,041 units, an increase of 28.4%, according to Autovista24 calculations.
Petrol declines continue
While electrified registrations soared, March saw another month of declines for internal combustion engine (ICE) models.
Petrol deliveries fell by 14.9% in the month, with 32,728 units delivered. This was the smallest percentage decrease of the first quarter, but still represented 5,738 fewer models, according to Autovista24 calculations.
Despite the decline, the fuel type was still the second-best choice in the country, with a 25.1% market share. This alone was 4.6pp ahead of the combined EV market.
In the first quarter, petrol registrations fell by 18.2%, with 71,794 deliveries. This was still good enough for a 23.9% market share, according to Autovista24 calculations. Yet the steep declines across the three-month period meant this share fell by 7.5pp.
Meanwhile, diesel deliveries dropped 23.6% in March, although this was on a smaller volume of 4,705 registrations. The fuel type recorded its lowest market share in 2026, with 3.6%. This was down 1.7pp year on year.
In the first quarter, diesel volumes were down 26.7%, with 11,931 registrations. The powertrain took a 4% share of the total volume in the period, a drop of 1.8pp.
ICE gap closes in Spain
Combining petrol and diesel, the ICE market struggled in March with a 16.1% fall, as 37,434 units made their way to customers. The technology recorded a 28.7% hold of the monthly total. However, this marked a drop of 9.5pp year on year, according to Autovista24 analysis.
This share was 8.2pp higher than that of EVs. While there is a distance between the two powertrain groups, this gap has dropped from 24.1pp recorded in the third month of 2025.
In the first three months of 2026, ICE registrations fell by 19.5%, with 83,726 combined deliveries. The technology’s share of 27.9% was 9.3pp down year on year. However, ICE was still ahead of EVs by 7pp. This gap fell from 23pp recorded after three months of 2025.
An older fleet
While the country waits for the Auto 2030 Plan to be implemented, there may be a natural push towards electrification. High oil prices are causing increased fuel costs in much of Europe, and Spain is no exception.
This could impact the market. The country’s car parc is predominantly made up of older vehicles, which are less fuel-efficient. Should the situation continue, it could mean drivers look to swap their older models for newer ones.
‘What is already clearly having an impact is the increase in fuel prices, and it is affecting the weakest segment of the market. This is cars over 10 years old, which are less efficient and have higher running costs,’ commented Raúl Morales, communications director of dealership group FACONAUTO.
‘In fact, we estimate that if this situation continues over the next 12 months, these vehicles will face an additional fuel cost of around €4 billion,’ he outlined.
Meanwhile, Spain’s Sustainable Mobility Law entered into force in December 2025, as reported by DLA Piper. This establishes a broad framework to promote low-emission transport.
‘Decarbonising is not just about electrification. Considering the age of the vehicle fleet, which has already reached 14.6 years, there is an urgent need to complement the demand-boosting strategy with the development of the national renewal plan,’ said Tania Puche, communications director at GANVAM.
‘This was contemplated in the Sustainable Mobility Law, which is already a month behind schedule,’ she concluded.
*Editor’s note: This article has been corrected since publication, with the number of BEVs registered in the first quarter 27,223, not 27,273 as previously stated.
How will new-car markets transform over the course of 2026? Plus, what is happening with used-car supply and demand in Europe? Autovista24 editor Tom Geggus finds out in the latest Automotive Update podcast.
In this episode, Autovista24 reviews the latest JD Power webinar, which explored Europe’s new-car outlook. Plus, a look into the latest residual value (RV) trends in the continent’s used-car market.
The session covered Europe’s new-car market outlook from 2026 to 2040 across multiple powertrains. Panellists also delved into the bloc’s diverging electric vehicle (EV) adoption and the factors behind it. Plus, the webinar reviewed upcoming technologies and emerging brands expanding across the continent.
Attendees were asked how much they thought Europe’s new-car market would grow, or shrink, by the end of this year. 40% of respondents expected a year-on-year improvement between 0% and 2% compared to 2025.
This matched the latest EV Volumes forecast, which projected a 0.2% increase in its March update. However, this was reduced from the 1.5% growth forecast in its December report.
The March update also projected overall growth for European light-vehicle sales, which includes new cars and light-commercial vehicles. In 2026, a year-on-year increase of 0.1% is forecast, down from 1.7% in the previous report.
The panel also discussed varying EV adoption rates in the bloc. They identified key structural differences that are either limiting or assisting plug-in uptake.
Furthermore, the experts showed how, in some instances, EVs are closing the price gap to internal-combustion engine models. This comes as the choice of small EVs on the new-car market continues to widen.
In Austria, France, Germany, Italy, Spain, Switzerland and the UK, values are expected to decline by the end of 2026. However, these drops are expected to be slight.
A drop is also projected across all observed markets in 2027. This is the case in 2028 as well, except for Italy, with marginal growth forecasted.
RVs became inflated during the COVID-19 pandemic when supply was low, but demand was high. As these drivers balanced out, values underwent a period of normalisation.
In March 2026, the active-market volume index (AMVI) for 24-to-48-month-old used cars showed year-on-year growth in every observed market. When compared to February 2026, only the UK suffered a marginal downturn, with a slight 1.1% dip in supply.
The sales-volume index (SVI) of 24-to-48-month-old cars also increased compared with March 2025. This trend occurred in six of the seven observed markets, except for Italy, which recorded a 1.1% decline. Month-on-month results were more mixed, as single-digit drops were recorded in France, Italy and the UK.
If supply continues to outpace demand, RVs will face increased pressure, with more units available and fewer potential buyers.
How have new uncertainties changed Europe’s automotive forecast? What is driving divergence in electric vehicle (EV) adoption between markets? Which new technologies and models could shake up current assumptions? A new JD Power webinar answers these questions.
Over the past year, one trend has become increasingly apparent in Europe. The continent’s automotive industry is not converging toward a single EV future. Instead, localised pathways are becoming distinct and diverse.
So, what does this mean in practical terms when planning for 2026? Have recent uncertainties downgraded outlooks? What factors are limiting markets with low EV adoption? How have stable policies enabled high plug-in uptake? Plus, could new technological developments reshape competitive dynamics?
This included Dr Christof Engelskirchen, chief economist and director of professional services. Marco Pasquetti, cluster head of valuations for Spain and Italy, shared his insights as well. The panel also featured Idesbald Vannieuwenhuyze, cluster head of valuations for Belgium and the Netherlands, and Neil King, head of forecasting at EV Volumes.
Forecast impacted by key developments
Engelskirchen began the webinar by assessing the latest developments affecting Europe’s automotive industry.
Meanwhile, EU zero-emission regulations could be softened after the European Commission presented the automotive package in December 2025.
Key proposed revisions include a 90% reduction in vehicle CO2 tailpipe emissions compared with 2021 figures. A defined small EV category and a reduced 2030 CO2 emissions target for light-commercial vehicles (LCVs) are also being considered.
Europe’s 2026 new-car forecast
Taking all this into account, EV Volumes’ European light-vehicle sales outlook, combining new cars and light-commercial vehicles (LCVs), was downgraded.
The March 2026 update represented a loss of around 160,000 units compared to December 2025. A growth of 0.1% is now projected for 2026, down from a 1.7% improvement forecasted in the previous update.
European new-car market sales are expected to increase by 0.2% this year. Meanwhile, new LCV volumes are forecast to fall by 0.5%. This was down from the 3.4% growth predicted in December 2025.
The automotive package, if implemented, will also likely change Europe’s powertrain mix. King projected that the removal of the de facto internal-combustion engine (ICE) ban in 2035 would mean more hybrid development. This would also enable plug-in hybrids (PHEVs) and extended-range electric vehicles from China to take more market share in Europe.
King then commented that the UK’s zero-emission vehicle (ZEV) mandate targets are becoming increasingly unachievable. While the policy is unchanged, it faces mounting industry pressure. He suggested that the UK ZEV mandate may eventually follow the EU’s proposed measures.
Factors limiting EV adoption
The panel then explored Europe’s uneven EV adoption rates. In Norway, Sweden, Finland and the Netherlands, battery-electric vehicles (BEVs) and PHEVs dominate the new-car market. The technologies accounted for over 50% of registrations in these countries between January and February 2026, according to ACEA.
Conversely, Pasquetti outlined that EVs made up under 30% of deliveries in Spain, Italy and Poland. In some of these countries with lower adoption rates, key structural factors create friction for the EV transition.
This includes a weak public charging infrastructure compared to the number of cars and reduced access to home charging. Pasquetti also highlighted that below-average purchasing power can significantly limit EV uptake.
Factors driving EV adoption
Vannieuwenhuyze showed how hidden drivers for EV uptake can be identified in markets with higher adoption levels. For example, a country’s culture and history can influence a transactional mindset among buyers. This means total cost of ownership (TCO) is prioritised, causing EV uptake to rise when running costs undercut ICE models.
A higher exposure to environmental change can also translate into stronger public and political support for EVs. Furthermore, a stable natural resource base reduces exposure to energy price volatility, enabling more predictable EV adoption.
Vannieuwenhuyze also noted that stable, predictable and long-term policy is key in the EV transition. Specifically, five stages of market maturity can be identified. This ranges from early incentives when uptake is low, to reducing subsidies and advantages after reaching mass-market adoption.
Pasquetti explained how the type of EV incentive can have varying effects. Purchase incentives can generate strong short-term share spikes. However, they typically have little lasting impact. Conversely, taxation incentives can deliver a more durable, longer-term effect.
Will new technologies rewrite forecasts?
Alongside policies and country-specific differences, new technological developments and brands could reshape forecasts in Europe. This includes an influx of small EVs.
Pasquetti projected that these models may benefit markets that favour smaller segments and have lower purchasing power, such as Italy. A growing availability of small EVs in these countries is expected to support broader EV adoption, including larger model segments.
Elsewhere, Chinese brands are gaining market share in Europe. Engelskirchen showed how these carmakers have increased their hold in BEV and PHEV markets. In particular, they have been successful in countries such as Spain, Italy, Poland, and the UK.
Finally, Pasquetti identified five key technologies that have the potential to influence future EV adoption. This included 800-volt platforms and vehicle-to-grid (V2G) charging.
Are levels of supply and demand balanced across major European used-car markets? Alongside regional experts, Autovista24 editor Tom Geggus explores the data from March in the latest Monthly Market Update.
There were positive developments in both supply and demand across many major European used-car markets during March. Key performance indicators, including the sales-volume index (SVI) and the active-market volume index (AMVI) in many countries, reveal an emerging balance.
Cars 24 to 48 months old saw dealership sales increase compared to February in four of the seven observed markets. While changes in France and Italy were marginally negative, the UK saw a double-digit decline. However, the country also saw one of the biggest stock day improvements, with cars taking less time to sell.
Changes in the SVI were more uniform across markets when compared with March 2025. Only Italy saw the indicator drop, with a small 1.1% fall. Meanwhile, Germany, the UK and Spain all recorded double-digit increases.
Five of the seven observed markets saw year-on-year AMVI growth, exceeding the SVI performance as more used-car adverts appeared. This reveals a normalisation in supply, which was mirrored in the month-on-month results. Only the UK saw a downturn within this comparison.
So, many major used-car markets are seeing greater balance in the supply and demand of used cars. However, if supply outpaces demand, residual values (RVs) will feel greater pressure as stock levels exceed the number of buyers.
Austria sees stronger turnover
Austria’s SVI for two‑to‑four‑year‑old passenger cars continued to improve in March. After a strong rebound in February, the metric increased by 7.1% month on month. Compared with March 2025, the SVI was 3.2% higher, marking an improvement from the year‑on‑year decline reported in February.
The AMVI also edged slightly higher. It recorded a 1.7% month‑on‑month increase and a 3.7% year-on-year rise. This confirmed that stock was above last year’s levels.
‘Turnover strengthened noticeably in March,’ highlighted Robert Madas, regional head of valuations. ‘The average time needed to sell a car dropped to 69.7 days, a significant seven‑day month-on-month improvement. Compared to March 2025, days to sell were broadly stable.’
Diesel models took the lead in turnover speed again, with an average of 65.2 days to sell. This was followed by petrol cars taking an average of 70.6 days to sell. Then came plug-in hybrids (PHEVs) at 73.5 days, followed by battery-electric vehicles (BEVs) at 75.7 days. This was a significant improvement of 13.1 days from last month. Full hybrids (HEVs) took the longest time to sell at 79.4 days.
Pricing dynamics showed slightly increasing developments. The average trade RV of 36‑month‑old cars at 60,000km increased to €23,070, up 2.1% month on month and 7.8% year on year.
Structural depreciation pressures
RVs as a percentage of retained list price (%RV) improved to 47.3%, up 0.2 percentage points (pp) compared to February. Year on year, %RVs decreased by 0.7pp, pointing to ongoing structural depreciation pressure amid rising supply and normalising demand. List prices remained at elevated levels, climbing to an average of €48,765, an increase of 1.8% month on month and 9.3% higher year on year.
HEVs retained the highest trade value at 50.5%, followed by petrol cars at 49.4%. Then came diesel models with 48.2% and PHEVs with 45.4%. BEVs held the lowest %RV once again, at 37.7%.
‘The RV outlook remained broadly unchanged. %RVs are forecast to decline gradually over the coming years as supply normalises further,’ Madas said.
In December 2026, a 0.5% year-on-year decline is forecast. This decline is expected to accelerate to 0.7% in 2027, indicating a slow but steady downward trajectory in retained values. This is consistent with a market that is more balanced and less supply-constrained than in recent years.
France sees RV bounce
‘RVs fell slightly in France during March, compensating for the slight increases recorded in previous months,’ explained Ludovic Percier, senior RV analyst for France. ‘This brought the overall RV trend back to levels seen in November 2025.’
Petrol-powered car values decreased marginally but were stable compared with November 2025. Overall, the fuel type has seen a level RV performance, while other powertrains experienced larger decreases. Additionally, petrol is still offered by many manufacturers while diesel models are getting rarer.
Diesel recorded a slight RV fall in March but still did better than at the end of 2025. The fuel type continues to see demand in the used-car market. Fleets are also not buying as many new diesel-powered cars as they have previously.
HEVs saw a small value drop last month. The powertrain has been gaining popularity among manufacturers as they offer more models with the technology. This means more HEVs on the used-car market, with most of these new entrants being from established brands.
Toyota continues to lead the way on the used HEV market. In recent months, three Toyota models have appeared in the top five fastest-selling ranking for the powertrain. Overall, used HEVs are still in demand in France, but carmakers cannot risk adding big price premiums to these models. This would jeopardise their value retention.
PHEV supply and demand imbalance
The supply and demand for PHEVs remains imbalanced. In previous years, many vehicles were sold to fleets on the back of fiscal advantages, with a high list price on the new-car market. This strategy explains such low RVs. Vehicles offering an electric-only range of below 60km have been most affected.
PHEVs were once again among the slower-selling used cars in France. There was a decline in average days to sell in March as more of these models came back from leasing. Compared with newer PHEVs, the electric range of these older units is not as substantial. Larger electric ranges have supported the value retention of more recent plug-in hybrids.
BEV values were stable after months of declines. Three years ago, models were being launched with greater ranges. The impact of this can now be seen on the used-car market, with these cars retaining slightly more value.
BEVs from lower segments with smaller list prices and lower ranges have been impacted more by the environmental bonus and the social leasing scheme. Upper segments have not yet been affected by the fiscal advantages for fleets. Those vehicles will come to the used-car market in early 2028.
‘BEVs continued to struggle, spending 84 days on average in stock, compared with the overall market average of 66. The powertrain also retained 35.6% of its new car list price after 36 months and 60,000km in March. This was compared to the overall market’s 50.7%,’ Percier outlined.
Increased used-car demand in Germany
Used‑car demand in Germany increased again in March following a strong rebound in February. The SVI rose by 28.8% month on month. Demand remained well above last year’s level, with the SVI 32.4% higher year on year, indicating a stronger market than in early 2025.
‘Supply conditions also continued to stabilise,’ said Madas. ‘The AMVI was up slightly by 0.9% month on month and 21.2% higher year on year. This confirms a further expansion of available stock and ongoing normalisation of used‑car supply.’
The average number of days needed to sell a used car hit 65.5 days, a 2.8‑day improvement month on month. However, this was 3.9 days longer than a year ago, signalling that despite improved turnover, the market remains slower.
Looking at powertrain performance, BEVs were the fastest-selling technology, taking 58.8 days to leave forecourts. Then came PHEVs at 62.4 days. Diesel cars followed at 64.5 days, while HEVs took 66.4 days. Petrol-powered cars sold the slowest, at 68.6 days.
RVs still under pressure
RVs remained under pressure in the country, as %RVs fell to 46.5%. This was down 0.3pp month on month and 1.1pp year on year. Absolute trade RVs also decreased to €21,532, a 1.4% decline month on month, though still 1.1% higher year on year.
‘Meanwhile, list prices dipped to €46,345, down 0.6% from February, but remained 3.6% higher compared to a year ago. This continued a long‑term upward trend in new‑car pricing,’ Madas commented.
By fuel type, petrol-powered cars continued to lead with a %RV of 48%, followed closely by diesel at 47.8% and HEVs at 47.2%. PHEVs held on to 43.1% of their value, while BEVs remained the lowest at 37.1%, maintaining the powertrain gap observed throughout 2025.
Looking ahead, gradual downward pressure on %RVs is still expected as supply normalises further. By the end of 2026, %RVs are projected to decline by 1.6% 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.
Weaker Italian market?
‘The Italian used-car market continued to show signs of weakness in March. This confirmed a negative trend which has been persistent for several months,’ explained Marco Pasquetti, cluster head of forecasting for Spain and Italy.
The SVI indicates overall demand stability. Levels were slightly lower than both February 2026 and March 2025, but the drops cannot be considered particularly significant.
As for sales pace, the average days to sell stood at 59.1 days. This marks an increase of 1.7 days compared to the previous month, yet still 6.4 days fewer than in March 2025.
Based on the latest figures, the outlook for the end of 2026 remains negative. Compared with 12 months ago %RVs were down. Levels fell from 48.8% in March 2025 to 45% a year later.
PHEVs saw the most pronounced %RV drop, down 5.2pp to 39.1%. BEVs also saw value retention fall, down 2.7pp to 28.3%, confirming a general cooling in demand for electric powertrains.
Spain regains momentum
‘After a more subdued January, the Spanish new-car market appears to have regained the momentum it ended 2025 with,’ said Ana Azofra, regional head of valuations and insights. ‘In February, 97,082 units were registered, representing a 7.5% year-on-year increase, confirming the market’s positive trend.’
Electric vehicles (EVs) continued to be the main driver of sales, with registrations increasing by 21.6% year on year. This meant BEVs and PHEVs took a 21.6% market share in February.
This momentum is expected to increase once the regulatory framework of the new Auto+ Plan is announced. It will not only incentivise the purchase of BEVs and PHEVs but also the installation of home charging points. In addition, rising fuel prices are likely to further increase interest in EVs.
Stable used-car market
‘Used‑car sales have not followed the same trend in the first few months of the year. The market currently appears more stable,’ said Azofra. ‘Transaction prices have remained broadly stable, having changed by approximately €10 since February’s report.’
Specifically, the average price of a typical three-year-old used car at 60,000km, traded between professionals, is just under €20,342. This resilience means prices remain 2.4% above the level recorded in March 2025. As recorded by the AMVI, a 6.8% increase in supply is helping support price stability.
However, performance varied by powertrain. Petrol, diesel and HEV models have seen positive value retention, while BEVs and PHEVs recorded marginally negative adjustments. Month on month, the absolute RVs of PHEVs dipped by 0.6%, while BEVs experienced a larger fall of 2.4%. However, both powertrains saw levels remain well above those recorded in March 2025.
Despite these minor adjustments, significant declines are not expected. This follows the improvement of a key-performance indicator in March: the number of days needed to sell a used car. The current average time stands at 78.8 days, ranging from 86.2 days for BEVs to just 69 days for full hybrids.
As a result, the ranking of the fastest‑selling models in March was led by the Toyota RAV4. Leading the HEV category, it took only 13.2 days to sell. It was followed by the Hyundai Ioniq and Hyundai Kona, with 41.2 and 42.8 days, respectively.
Switzerland sees demand improvement
Used‑car demand in Switzerland continued to improve in March following a recovery in February. The SVI rose by 1.3% month on month. Compared with March 2025, this key-performance indicator for demand was 2.4% higher. This confirmed a growing trend after the disruption seen at the start of the year.
Supply conditions also improved slightly. The AMVI was up 0.8% month on month and 3% year on year. This indicates that stock remains above last year’s levels, supporting broader market stability.
Madas confirmed that: ‘%RVs continued to decline in March. The average %RV for a 36‑month‑old car at 60,000km dropped to 41.5%, representing a 0.2pp decline month on month and a 2.6pp decline year on year. There is persistent depreciation pressure in Switzerland, driven by rising list prices and more balanced supply and demand.’
HEVs retained the most value of any powertrain in March by far at 46.7%. Then came petrol-powered cars at 42.9%, diesel-powered models at 41.3% and PHEVs at 39.4%. BEVs continued to be the worst-performing powertrain, holding only 35.5% of their original list price.
Slower value descent forecast
Absolute trade RVs increased slightly to CHF 26,716 (€29,036). This was up 0.9% compared with February, and 2.4% higher than a year ago. Rising list prices continue to support absolute used‑car values despite the downward movement in %RVs. List prices climbed to CHF 64,368, a 1.3% month‑on‑month increase and a strong 9% rise year on year.
The average time needed to sell a used car stood at 77.8 days. This was a marginal improvement of 0.1 days month on month and a stronger 0.5‑day improvement year on year. This indicates that turnover is holding up reasonably well despite ongoing value pressure.
BEVs sold fastest at 73.4 days, followed by petrol cars at 76.4 days and by HEVs at 78.2 days. This was followed by diesel cars at 79.7 days. PHEVs took the longest to leave forecourts at 88.8 days.
‘Looking ahead, %RVs are forecast to decrease further in the coming years, but at a slower pace,’ Madas outlined. ‘By the end of 2026, %RVs are expected to fall by 1.5% compared to December 2025. A further 0.5% drop is anticipated in 2027.’
UK feels plate-change effect
‘RVs in the UK continued to trend downwards in March, albeit marginally,’ said Jayson Whittington, regional head of valuations for the UK. ‘RVs presented as a percentage of retained list price after 36 months and 60,000km declined by 0.7pp compared with February.’
Petrol and PHEV values saw the biggest declines in the country, down by 0.6pp and 0.7pp, respectively. Meanwhile, BEVs bucked the downward trend with a 1.1pp rise. However, it is important to remember that the month’s plate-change effect can mask true market performance.
In March, a car registered three years ago will display a 23 plate, yet in February, a three-year-old car would show a 72 plate. This plate distinction commands a higher value in the region of 3pp. So, without the plate-change effect, there would have been a greater decline compared to February. A direct comparison with March 2025 shows market-wide %RVs fell by 2.8pp.
Across all powertrains, vehicles averaged 39.5 days to sell, improving by 6.5 days month on month. BEVs once again recorded the fastest turnaround at 33.9 days.
Sales activity softened. The SVI dropped by 11.3% compared to February. Most fuel types experienced a significant reduction, except for BEVs, which recorded a 3.6% increase.
The overall AMVI showed a marginal advert reduction of 1.1%, which indicates reasonable supply stability. The volume of BEVs increased this month by 13.6%, as dealers took advantage of the increasing popularity of the powertrain. Overall, March brought improved stock turnover but weaker RV performance in the UK. It will be interesting to monitor vehicle supply in the coming weeks. Part exchanges and lease de-fleets generated by March’s plate change will begin hitting retail forecourts.
Technological advances have rendered older in-car entertainment systems effectively obsolete. Now, carmakers combine entertainment and information as a central point of interior design. Autovista24 special content editor Phil Curry examines the rise of the infotainment system.
The rapid development of technology has replaced in-vehicle cassette and CD players with new systems. While music streaming meant losing bulky radio units, the need to display more driver information required bigger screens.
By combining information and entertainment, the infotainment system has been a step forward for interior vehicle design and functionality. These systems are now a staple of modern cars, but some developments have been a cause for concern.
Growth of the infotainment system
With the development of touchscreen technology, integrating displays into vehicles for data and control access is a logical step. These screens provide more than just music playback. They also offer access to a wide range of systems.
These displays can provide navigation, views from external-facing cameras, as well as battery charge and health in electric vehicles (EVs). Many also feature Bluetooth connection for calls and smartphone integration. This allows users to bring their own music, apps and personal settings into the car.
Meanwhile, the infotainment system can act as a control location for certain vehicle functions. Menus and sub-menus provide detailed access to advanced driver-assistance systems (ADAS), vehicle customisation, driver profiles, and more.
Some carmakers have even opted to reduce or remove physical buttons for certain systems. This produces a cleaner and sleeker interior design, but can also lead to potential safety issues.
Are screens a distraction?
The ability of an infotainment system to house various vehicle controls can free up space inside a car. However, with some controls buried in sub-menus, out of easy reach of the driver, there are concerns around distraction.
Climate control, driving profiles, heated seats, and regenerative braking levels in EVs can be reduced from physical to digital buttons. But searching for these settings on a touchscreen can mean less focus on the road.
Research published by TRL, on behalf of safety charity IAM Roadsmart in 2020, highlighted these concerns. Findings showed that driving performance was more negatively impacted when using touch controls compared with voice control.
Study participants were able to keep their eyes on the road more when using voice control than touch control. They were also more likely to identify stimuli that required attention. Despite this, most participants in the study reported using touch rather than voice control in their real-world driving.
Ensuring infotainment system safety
The concerns over driver distraction have led to Euro NCAP making a button-based request of carmakers for 2026. The safety body is asking manufacturers to either offer physical controls or dedicate a fixed portion of the cabin display to primary driving functions. This includes the horn, indicators, hazard lights, windscreen wipers and headlights.
So, the road ahead looks to be a matter of balance when it comes to infotainment systems. The technology will still need to support an increasing number of vehicle capabilities while also meeting higher consumer expectations. However, this will need to be levelled with control accessibility and driver attention.
Europe’s new-car market is shifting. Emissions policy changes, uneven electric vehicle (EV) adoption, and contrasting carmaker strategies are revealing gaps. But how does this impact forecasts moving forward? A new outlook webinar will answer this question and more.
Europe’s automotive industry stands at an inflection point.Growing geopolitical and economic uncertainty, plus shifting national and regional policies, are impacting the market. This comes as EV adoption across the continent continues to diverge, driven by country-specific differences, plus new technologies and brands.
But what effect does all this have on Europe’s new-car market forecast for 2026 and beyond? Does the European Commission’s new Automotive Package materially change expectations? Plus, what are the hidden factors of EV adoption causing contrasting trends across the bloc?
Attendees of the upcoming webinar will hear from leading European automotive experts. Identifying actionable trends that will shape the industry over the next 12 to 24 months, the event’s panel will include:
The panel will discuss Europe’s new-car market outlook across multiple powertrains. The impact of the European Commission’s Automotive Package and the UK’s zero-emission vehicle mandate will also be examined.
Furthermore, the webinar will explore the reasons behind Europe’s diverging EV adoption. The panel will evaluate what factors are limiting some countries and what is enabling others to forge ahead. This includes the strength of charging infrastructures, purchasing power, natural resource levels and EV running costs.
The effect of upcoming model launches and new technologies on Europe’s new-car market will be reviewed too. This is important as these new developments may not have the same impact across all markets.
Forecast for many sectors
The insights delivered in the webinar will be valuable to a wide-ranging audience from across the automotive sector. This will include:
OEMs, pricing and product managers
Fleet, leasing, and residual value managers
Finance, insurance, and risk analysts
Portfolio and remarketing managers
Industry executives and business analysts
The online event will end with a question-and-answer session. Attendees will be able to submit queries directly to the panellists. Any questions not answered during the webinar will be addressed afterwards via email.
Car manufacturers have experienced contrasting fortunes in the EU’s new-car market so far this year. As Stellantis deliveries soared, other players saw sliding registrations. Tom Hooker, Autovista24 journalist, reviews the data.
Within a stagnant EU new-car market, competition between carmakers continues to intensify. While some brands are gaining ground, others are seeing declines. This inconsistency is also apparent when looking at the biggest manufacturers, such as Stellantis.
According to ACEA, the group enjoyed a 9.5% year-on-year delivery increase to 304,251 units between January and February. This equated to an additional 26,478 registrations. In turn, its share surged by 1.8 percentage points (pp) to 18.3%.
Fiat and Opel registrations soar
Stellantis’ growth in the EU was driven by Fiat and Opel. Compared to the first two months of 2025, the carmakers contributed a further 29,216 units to the group’s total.
Between January and February, Fiat saw registrations surge by 42.1% year on year to 63,004 units. Consequently, its share rose by 1.2pp to 3.8%. Fiat was one of only two marques in the EU’s top 10 best-selling new-car brands to grow in this period.
Opel’s slice of the EU new-car market widened to 3.2% from 2.5%. Volumes improved by 25.1% to 52,531 deliveries. A solid Citroën result also helped Stellantis achieve growth. The marque recorded an 8.3% rise to 60,345 registrations. Its share also notched up by 0.3pp to 3.6%.
Peugeot plummets
However, the manufacturer group’s highest volume brand counteracted these performances. Peugeot suffered a 5.2% delivery drop after two months of the year to 92,704 units. The carmaker still accounted for 30.5% of Stellantis’ overall registrations.
With such a high share within the group, any decline from the French brand has a big impact. Peugeot represented 5.6% of the total EU new-car market, down from 5.8% at the same point in 2025.
Meanwhile, Jeep saw stable registrations in the first two months of 2026, with a 0.8% delivery increase. However, this was to a lower volume of 20,866 units.
Based on smaller volumes, Alfa Romeo and DS suffered double-digit declines across January and February. Alfa Romeo struggled with a 16.3% drop, while DS saw deliveries fall by 21.5%. However, combined registrations of Lancia and Chrysler models rose by 15.9%.
Renault Group’s downbeat result
Renault Group endured a steep decline in the year to date. Deliveries slumped by 16.1% to 161,262 units. Its share also fell from 11.4% to 9.7%. Dacia appeared to drive this trend. A 30.9% drop for the brand translated to 63,579 units, as its market hold dropped by 1.7pp to 3.8%.
This meant Dacia trailed the Renault brand by 32,818 registrations across the first two months of 2026. In comparison, the gap between the two brands stood at just 7,018 units during the same period of 2025.
The Renault brand suffered a 2.7% drop to 96,397 deliveries in the year to date. Its share remained relatively stable at 5.8%, down just 0.1pp year on year. Conversely, Alpine recorded a 10.3% increase in registrations on significantly lower volumes of 1,286 units.
Stagnant VW Group registrations
As Stellantis surged and Renault Group slipped, Volkswagen (VW) Group’s registrations were down only slightly. Volumes dropped 0.7% between January and February to 449,294 units. However, as many carmakers suffered declining deliveries, the manufacturer’s share improved by 0.1pp to 27%.
VW Group’s stagnation was the result of contrasting performances from its two highest volume marques.
The VW brand witnessed a 7% decline after two months of 2026, with 176,570 deliveries. It accounted for 10.6% of overall registrations, down from 11.3% during the same period of last year. Meanwhile, Skoda saw a 14.5% surge to 116,650 units. In turn, its share jumped by 1pp to 7%.
Audi volumes were nearly unchanged year on year. The brand’s 81,804 deliveries across January and February represented a 0.1% dip, as it kept its 4.9% market hold. SEAT had a slightly better performance, with a 1.8% uptick to 30,782 registrations. This gave the carmaker a 1.8% share, stable from 2025.
However, Cupra and Porsche counteracted these results. The former faced an 11.4% fall to 32,151 units after two months of 2026. Cupra accounted for 1.9% of overall volumes, down 0.3pp year on year. Porsche posted an 10.6% slump to 10,159 registrations, with a 0.1pp drop in share to 0.6%.
BYD continues triple-digit growth
While some struggled, BYD maintained its strong upward trajectory in the EU during January and February. It maintained triple-digit delivery growth, with a 179.2% surge to 29,291 units. The brand captured 1.8% of the EU’s new car market, up 1.2pp year on year.
Tesla also enjoyed growth, with deliveries up 16.7% compared to the first two months of 2025. The brand’s 20,941 registrations ensured a 1.3% share, up 0.2pp. Honda achieved a double-digit delivery increase, as well. However, this was based on a lower figure of 7,888 units, as its market share rose by 0.1pp to 0.5%.
SAIC Motor managed a 6.6% growth between January and February, with 32,214 new models taking to EU roads. It made up 1.9% of overall volumes, up 0.1pp year on year. Meanwhile, registrations of new Mazda models improved by 0.5%. With 17,757 deliveries, it took a 1.1% market share, up from 1% during the same period of 2025.
Mitsubishi’s registrations woes
However, these examples of growth were few and far between. On the other end of the spectrum, Mitsubishi suffered a 43.3% slump in the first two months of 2026. The brand’s 3,828-unit total translated to a 0.2% share, down from 0.4%.
Ford endured a tough result as well, with volumes dropping 21.5% between January and February to 41,039 units. The marque captured 2.5% of overall registrations in the EU, down from 3.1% in the first two months of 2025.
JLR posted a 14.3% slump year on year to 8,376 units. Its slice of the new-car market thinned by 0.1pp to 0.5%.
Within the group, Land Rover recorded a less severe decline of 10.2%. However, this was compounded by Jaguar’s absence, down from 446 registrations between January and February 2025.
Another double-digit drop was recorded for Suzuki. Deliveries slid 14% year on year to 22,957 units, while its share fell by 0.2pp to 1.4%. A similar trend occurred at Volvo Cars, with its 33,143-unit total representing a 12.8% decline. It captured 2% of overall volumes, down from 2.3%.
Adding to the list of carmakers with falling registrations, Nissan felt a 12.2% downturn after two months of the year. It represented 1.9% of the EU’s new-car market with 31,884 registrations.
More registrations declines
Hyundai Group, made up of Kia and Hyundai, posted a 9.2% fall year on year to 115,614 registrations. The group captured 6.9% of total volumes in the first two months of 2026, down 0.7pp.
Kia experienced a more marginal drop of 1.8%, with 60,044 registrations giving it a 3.6% share, stable year on year. However, Hyundai fuelled the group’s slump, after a 16% decline to 55,570 deliveries. In turn, its share fell 0.6pp to 3.3%.
Toyota Group posted a similar headline figure and decline. The brand recorded 126,354 units after two months of 2026, down 7.7% year on year. Unsurprisingly, its grip on the new-car market loosened by 0.5pp to 7.6%.
Lexus saw a significant drop of 20.9% compared to the same period of 2025, while Toyota brand registrations slipped by 6.5%. The latter’s 117,510-unit total translated to a 7.1% share, down 0.4pp year on year.
BMW Group also entered six-digit figures after two months of deliveries. Yet the manufacturer still suffered a 3.6% decline to 109,790 units. It made up 6.6% of overall volumes, down from 6.8%.
This came despite Mini’s 5% increase to 17,628 units, which helped boost its share by 0.1pp to 1.1%. However, a 5.1% drop for the BMW brand ensured the group’s negative result. A total of 92,162 new models from the carmaker were delivered, as its share went from 5.8% to 5.5%.
Mercedes-Benz also endured falling volumes after two months of 2026. The marque recorded a 1.2% decline to 74,422 units. This ensured a 4.5% share, stable from the same period one year prior.
The second generation of the Volkswagen (VW) T-Roc has been long-awaited. But do improvements to the SUV make it more appealing? Autovista24 special content editor Phil Curry reviews the model alongside regional experts.
The VW T-Roc sits between the Tiguan and the T-Cross in the carmaker’s SUV lineup. Now the second generation aims to maintain the momentum of the first.
To do this, the manufacturer appears to have listened to drivers. VW has updated what already worked and changed what did not in the first generation. In doing this, they have created a new model that is expected to appeal instantly.
Autovista24’s latest Launch Report benchmarks the VW T-Roc against its key competitors in Austria, France, Germany, Spain and the UK. Regional experts also provide a breakdown of the car’s strengths, weaknesses, opportunities and threats.
Evolution of the T-Roc
VW has adopted an evolutionary design philosophy for the new T-Roc. However, it is bold enough to work. Sometimes transitional styling options can make a new model feel old or unappealing. Yet the carmaker has created something which stands out, making it attractive to new and old buyers.
The new T-Roc links into VW’s current design language. It features a lower grill and a sweeping LED light bar across the front end, between the narrow headlights. There is also an illuminated badge to show the branding even at night. This does make it look reminiscent of the ID. range, but with no battery-electric option, this could prove polarising.
Source: VW Press UKSource: VW Press UKSource: VW Press UK
The rear also features a full-length light bar and an illuminated badge. With a sweeping diffuser, its angular look provides a dynamic profile. The R-Line model leans into its sporty design credentials, with bigger wheels and a bigger grill. It also gets a floating roof, to add to the dynamism.
But the new design also provides the new VW T-Roc with larger dimensions than its predecessor. On the outside, this makes it look bigger and safer, giving it a larger stance. Inside, this means more room for occupants.
A quality interior
While the exterior styling is evolutionary, VW has taken the interior to another level. Inside, the previous generation was rather safe and unassuming. In the new generation, a lot of thought has gone into providing a comfortable, high-quality feel.
Yet it is also not a bold design. A large centre console runs down the middle, separating the driver and passenger while giving a sense of comfortable confinement. The steering wheel is practical, with numerous physical buttons for various vehicle systems. VW has moved away from the ‘slider’ buttons, which proved divisive on other models.
Source: VW Press UKSource: VW Press UKSource: VW Press UK
A display behind the steering wheel provides plenty of driver information, while the 12.9-inch infotainment screen is responsive and clear. The lowest-trim model has a 10.3-inch screen, but it is still a decent size.
The dashboard is large, but the materials used provide a sense of quality. This does not feel like a cheap car. Instead, it feels more premium moving through VW’s SUV range to the top-level Tiguan.
Rear-seat passengers also get plenty of legroom, and headroom is good too. There are plenty of storage areas, while the 475-litre boot provides ample space.
T-Roc on the road
The new T-Roc comes with a complement of 1.5-litre petrol mild-hybrid powertrains, in either 110hp or 150hp offerings. Further engine specs are planned for a future launch, as well as hybrid options. However, there is no pure battery-electric variant currently available.
The carmaker has developed the T-Roc well. It provides a smooth driving experience, with precise steering and effective brakes. However, the ride can get a little bumpy on more imperfect roads. This is particularly pronounced in models with the larger specification alloy wheels.
Source: VW Press UK
Acceleration is effortless and is aided by a dual-clutch system, allowing the seven-speed automatic gearbox to change seamlessly. It all adds up to make driving the T-Roc easy, despite its size.
Overall, VW has re-engineered the T-Roc into a car that drivers want. It provides a quality feel and a better design than its predecessor. However, it has not strayed too far from the popular first model.
In a continually growing automotive segment, with many new players appearing, the T-Roc achieves something different. It does not stand out because it is new, but because it is familiar.
View the interactive dashboard, which benchmarks the VW T-Roc in Austria, France, Germany, Spain and the UK. The interactive dashboard presents new prices, forecast RVs, and SWOT (strengths, weaknesses, opportunities, and threats) analysis.
