Topic: Europe

EU new-car market grows amid promising EV uptake

The EU’s new-car market ended 2025 with overall growth following six months of continuous improvements. But which powertrains prospered, and is this positivity cause for celebration across the whole bloc? James Roberts, Autovista24 web editor investigates.   

Between January and December 2025, the EU saw 10,822,831 new cars registered across its 27 member states, according to the latest data from ACEA.

This ensured a 1.8% year-on-year increase, equating to an additional 191,485 units compared to 2024’s deliveries. However, overall volumes remained well below pre-COVID-19 pandemic levels. In total, 19 EU nations recorded improvements across the whole of 2025.

This full year of growth was helped by six months of consecutive volume increases, stretching from July to December. In the final month of 2025, a total of 963,319 new cars took to the EU’s roads. These units underpinned a 5.8% year-on-year upswing.

Varying fortunes for EU’s major markets

Of the EU’s major new-car markets, Spain consistently shone as a beacon of prosperity in 2025. Buoyed by healthy electric vehicle (EV) sales, supported by effective incentives, the country powered to double-digit growth of 12.9%.

Germany, the EU’s largest new-car market, also recorded a volume increase. In total, 2,857,591 new cars left the nation’s showrooms in 2025, providing a positive return of 1.4%. Like Spain, electrified powertrains, including battery-electric vehicles (BEVs), plug-in hybrids (PHEVs), and hybrids, made up of full and mild-hybrids, led the way.

With 1,632,152 sales, France ended the year in a distinct malaise. The EU’s second largest player by unit volume staggered to a 5% drop across the year. This included declines in all but two of the powertrain groupings defined by ACEA. 

The EU’s third largest market by volume, Italy endured a stagnant year in 2025. This was reflected in ACEA’s data, as the country limped to a 2.1% decline, with 1,524,843 new cars registered. The country’s year-on-year slip came despite some promising results spurred by short but sweet, late-year EV incentives.

Notable new-car market fortunes in 2025

Of the larger EU markets, Belgium endured a disappointing year. It saw a 7.5% dive year-on-year as 414,770 new-cars were sold. This was despite a strong December, which saw a 23% improvement compared with 12 months prior, helped by double-digit BEV and PHEV sales.

Poland ended the year in a strong position, with an 8.3% uptick in new-car volumes. This was boosted by consistent triple-digit monthly BEV and PHEV unit improvements. In December alone these gains amounted to 341.6% and 260.7% respectively.

This healthy EV uptake has been supported by Poland’s NaszEauto incentives programme. It offers benefits, such as tax relief and scrappage rewards for older internal-combustion engine (ICE) cars.

Similarly, and with healthy EV sales, Portugal saw a 7.3% year-on-year volume increase, and Czechia reported a 7.4% improvement.

More generally, the largest year-on-year percentage increase came in Lithuania at 39.3%, equating to 41.974 new-cars registered. The biggest year-on-year fall was experienced in the fellow Baltic State of Estonia, which endured a 48.6% drop

Are positive EV adoption trends the reality?

In December, 320,812 new EVs, made up of BEVs and PHEVs, were registered in the EU. This was an increase of 46.1% compared to the same month in 2024 and gave the technology a 33.3% market share. This itself was an increase of 9.2 percentage points (pp).

Spanning 2025, a total of 2,896,257 new BEVs and PHEVs took to the EU’s roads. This equated to year-on-year increase of 687,231 units.

In terms of market share, this gave EVs a 26.8% hold, up 6pp from the year prior. Despite clear increases in the uptake of electrified powertrains, the figures remain lacklustre.

Looking solely at BEVs, the technology captured 17.4% of the EU new-car market in 2025 with 1,880,370 units sold. Its market share increase amounted to just 3.8pp year on year. In December alone, BEVs achieved 217,898 deliveries, equating to a jump of 51% year on year. This gave the powertrain a 22.6% hold of the overall total, up 6.7pp.

Impressively, between January and December, 22 of the 27 EU member states registered year-on-year BEV sales gains. Germany soared to a 43.2% increase, with 545,142 all-electric units reaching customers.

Meanwhile, Spain saw 101,627 BEVs join the nation’s car parc, a 77.1% uptick. Even amid a disappointing year overall, both France and Italy witnessed positive all-electric vehicle increases at 12.5% and 44.2% respectively.

Aside the aforementioned ‘big four’ new-car markets, other notable BEV adopters included Austria with a 35.9% increase, Denmark with 42%, and Poland with 161.5%.

PHEVs flatter to deceive

On the surface, PHEV sales have delivered impressive figures in the EU’s new-car market. January aside, the technology has enjoyed double-digit gains each month.

December saw 102,914 PHEVs take to EU roads, a 36.7% year-on-year boost and a 10.7% market share, the highest of the year.

Between January and December, 1,015,887 PHEVs were sold in the EU. This ensured a 254,582-unit increase, plus a 33.4% upswing, the highest of any powertrain in the bloc. However, on closer inspection, PHEV success has been built on relatively low baseline figures.

As a result, the technology ended up with the third smallest market share in 2025 at 9.4%. Worryingly this was 17.2pp and 1,864,411 units behind overall petrol registrations.

This is despite some eye-catching triple-digit year-on-year gains in some nations. This included Spain with a 111.7% increase, Poland with 119.4%, Lithuania increasing by 164%, and Latvia sealing the largest PHEV uptake at 258%. The latter two nations, however, command relatively small new-car markets.

Hybrids hold the cards

The thorny issue of EV market breakthrough in the EU is apparent when set against the established popularity of hybrid vehicles, and the enduring appeal of petrol.

Across 2025, hybrids reigned as the most popular new-car choice in the EU. Considered as a stepping-stone towards full electrification, hybrid powertrains, held 34.5% of the market. In total 3,373,352 were registered in the EU, overtaking the volume of petrol models for the first time across a full year.

In December alone, hybrids achieved 324,799 registrations, a 5.8% increase compared to the same month in 2024. Their 33.7% market share remained stable year on year.

Hybrid popularity has gone a considerable way to inflating the EU’s electrified sector. Adding these volumes to BEV and PHEV numbers gives a combined market share of 61.3% for 2025. This is an increase of 9.6pp compared with 2024.

Across the bloc, just four nations posted declines in hybrid uptake over the 12-month period. The most notable being the Netherlands with a 4.7% drop.

This enduring appeal has helped push electrified vehicle market share in the EU to a seemingly impressive 25.8pp ahead of ICE sales. However, while the trend of diminishing petrol and diesel registrations prevailed in 2025, the reality is more complex.

Petrol still popular

Despite recording double-digit year-on-year registrations declines in every month except September, new sales of petrol cars remain significant in the EU.

In terms of total registrations, petrol vehicles accounted for 26.6% of the overall new-car market in 2025. This capped the second highest portion after hybrid sales, as well as the second-best overall volume of 2,880,298 vehicles. This was, however, behind the total of hybrid models for the first time across a full year.

Petrol uptake in 2025 was shaped by a significant fall of 662,678 units year-on-year, and with it, a 6.7pp drop in market share. It also witnessed sales declines in 22 of the 27 EU member states. However, its overall share crucially remained 8.2pp ahead of BEVs, and 17.2pp ahead of PHEVs.

Coupled with this, petrol’s market share dropped by just 2.8pp between January and December. This is a potential problem for wider EU emissions targets. A continued, gradual demise of petrol, combined with low and inconsistent EV sales in 2026 could stunt wider EV uptake.

The issue could be complicated by the recent Automotive Package. Announced in December 2025, the European Commission confirmed plans for greater emissions flexibility. Central to this, carmakers will only need to cut vehicle CO2 tailpipe emissions by 90%, compared with 2021 figures.

Crucially, ICE-powered models, mild hybrids, PHEVs and extended-range electric vehicles will still be available to purchase. BEVs and hydrogen vehicles will also be available. As a result, petrol power might continue to hold significant sway in the EU’s new-car market throughout 2026, and possibly beyond.

In December, petrol saw another significant drop in registrations, with volumes down 19.2% to 216,492 units. This left the technology with a market share of 22.5%, down by 6.9pp.

Diesel dying out

2025 proved that petrol continues to enjoy a weighty influence in the EU. This, however, is increasingly not the case for diesel.

Like petrol, diesel witnessed declines in all but three EU nations in 2025. However, unlike its ICE sibling, the fuel type slid to an 8.9% market share, a fall of 3pp year on year. This was only propped up by ‘other’ powertrain registrations, including hydrogen fuel-cell electric vehicles, natural gas vehicles, liquid-petroleum gas, E85/ethanol, and other fuels.

Diesel also witnessed the biggest slide in year-on-year new-car volumes with 960,024 registrations marking out a 24.2% slide. This was not helped by a 22.4% drop in December, with 68,992 units equating to a 7.2% market share.

However, when combined with petrol volumes, unified ICE registrations held 35.5% of overall registrations in 2025. Although this is down from 45.2% in 2024, it keeps fossil-fuel-powered new-cars a sizeable 9.7pp ahead of all-electric registration totals.

While this gap narrowed from 11.9pp in January, it goes some way to emphasise the challenge that BEV and PHEV sales need to overcome to achieve parity and eventual dominance in the EU new-car market.

The Automotive Update: Could minimum import prices shake up EU BEV tariffs?

Do minimum import prices signal the end of EU tariffs for automotive imports? What is the potential impact on regional competition? Plus, which new small models are making waves in the European battery-electric vehicle (BEV) market? Autovista24 journalist Tom Hooker investigates in The Automotive Update podcast.

In this week’s episode, the EU and China appear to have made a breakthrough in trade negotiations. But what exactly are the pieces of this complex jigsaw? Could it shake up tariffs on BEVs entering the bloc? Also, a wider look at the European EV market, featuring the rise of two all-electric vehicles.

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

New alternative for Chinese BEV import tariffs

The European Commission has published guidance for companies looking to export BEVs made in China into the EU. Manufacturers can make an ‘undertaking offer’ including a limit on the price of their vehicles, known as a minimum import price.

The document states that: ‘the undertaking offer must be adequate to eliminate the injurious effects of the subsidies and provide equivalent effect to duties; be practicable; mitigate the risk of cross-compensation; and be in accordance with general policy considerations.’

In October 2024, the EU confirmed countervailing duties of up to 35.3% on BEVs made in China. Rates were set according to the findings of an investigation into state subsidisation. These tariffs were added on top of the standard 10% import duty. 

The latest set of guidelines looks to offer an WTO-compatible alternative via a minimum import price. The guidelines state this must be high enough to offset any detrimental impact from subsidisation. They must also be set for each model and configuration option.

Additionally, risks including cross-compensation and broad product ranges have been highlighted as potential disruptors which could undermine undertakings. Complex sales channels will not help any undertaking. 

Offers must also be technically feasible. This means the Commission should be able to verify that the exporter continues to be compliant with the undertaking. Future investments in the EU BEV-related industries will also be considered within the offer. 

New models rise in European BEV standings

The latest data from EV Volumes revealed that two small all-electric models have made waves in the European EV market.

Firstly, combined deliveries of the Renault 5 and Alpine A290 topped Europe’s BEV market in November. The small BEVs have built on a consistently strong year. They took third in the cumulative BEV standings from January to November.

The second BEV to turn heads in November was a relative newcomer. The BYD Dolphin Surf made its maiden top-10 appearance in the month. With this strong performance, the hatchback has established itself as a major small BEV contender.

Other small BEVs featured in the cumulative rankings moved up the order between January and November. The Kia EV3 entered the top 10 for the first time in ninth. The Volvo EX30 and Citroën ë-C3 joined the top 20 best-selling BEV list in Europe in the same time frame.

Has a new leader emerged in Europe’s BEV market?

Across most of 2025, Tesla and Skoda topped Europe’s monthly battery-electric vehicle (BEV) standings. In November, a new leader emerged in the region. Autovista24 journalist Tom Hooker reveals the results.

While Europe’s electric vehicle (EV) market had a new leader in November, the continent’s growth trajectory remained unchanged.

EV sales, including BEVs and plug-in hybrids (PHEVs), enjoyed year-on-year growth of 29.3% from January to November 2025. A total of 3,442,316 new models were delivered in this timeframe, according to EV Volumes.

In November alone, sales were up 36.3% to 367,617 units. This was nearly identical to October’s year-on-year improvement of 36.6%. This relatively stable period for EV demand helped propel the market further forward.

Deliveries were up 23.8% across the first half of 2025. However, the same consistency cannot be seen when looking at BEV and PHEV performances separately.

Contrasting EV momentum

In November, BEVs enjoyed their biggest monthly sales increase since January 2025, with volumes surging by 37% to 253,865 units. The powertrain’s cumulative figure sat at 2,286,225 deliveries, up 27.3% compared to the same period in 2024. This represented a gradual rise from its growth of 24.9% during the first half of 2025.

On the other hand, the extraordinary PHEV growth seemed to slow. Sales improved by 34.9% in November to 113,752 units, the powertrain’s lowest monthly growth rate since April. This was above PHEVs’ cumulative increase of 33.6% from January to November, with 1,156,091 deliveries.

Europe’s new EV leader

Combined deliveries of the Renault 5 and Alpine A290 claimed Europe’s monthly EV best-sellers title in November. This was despite stiff competition from Tesla and Skoda, which dominated in 2025.

Deliveries soared by 169.1%, with 11,338 new models sold in the month, the duo’s highest-ever monthly sales total.

The Renault 5 and Alpine A290 narrowly bested a resurgent Tesla Model 3, which landed just 130 units behind. The more affordable version of the sedan, called the Model 3 Standard, was recently introduced to Europe. This may help to boost demand in the coming months.

A further 55 units back was the Skoda Elroq, which topped Europe’s EV market in October. With 12 months of recorded sales, the compact SUV’s delivery ramp-up appears to have plateaued. From September to November, its monthly sales figures did not exceed 11,395.

Fourth was the Tesla Model Y. This marked the first time since October 2022 that the crossover finished behind its smaller sibling. While the Model 3 enjoyed a double-digit improvement year-on-year, its big brother suffered a 38.1% drop to 10,989 units.

Even so, the Model Y was still not far from victory. Just 349 units separated first and fourth place in November’s best-selling BEV table.

VW Group’s BEV competition

Some distance behind, the Volkswagen (VW) ID.7 was embroiled in its own battle. It posted a 41.1% improvement to 7,343 sales, the all-electric models’ highest monthly total since March 2025. A further 227 units behind was the Skoda Enyaq in sixth. Unlike its fellow VW Group model, the SUV endured a 30.2% drop to 7,116 units.

The VW ID.4 placed seventh, with a 6.6% increase to 6,483 sales. Hot on its tail was its sibling, the ID.3. The hatchback posted 6,312 deliveries in November, translating to a 35.3% improvement year-on-year.

This meant that half of November’s top 10 was filled by VW Group models. Covering a variety of segments and body types, just under 5,000 units separated the BEVs.

Dolphin diving into the top 10

BMW’s iX1 claimed ninth, only 15 units behind the VW ID.3. However, it saw even greater growth compared to 12 months prior, with volumes up 41.9%.

Rounding out the top 10 was the BYD Dolphin Surf, with 5,972 units. This was the first time the hatchback featured in Europe’s monthly BEV top 10, after deliveries began in May 2025.

The Dolphin Surf’s volumes took a significant step up in November, meaning it may not have reached its full potential in Europe. If the model’s sales continue to rise, it could feature in the continent’s top 10 bestseller list by the end of 2026.

Yet, with November’s performance, the hatchback has established itself as a strong contender as a small BEV in Europe. It faces plenty of competition, including the Renault 5 and the Alpine A290. The Kia EV3, the Citroën ë-C3 and the Volvo EX30 are also popular small BEVs.

Additionally, more new models will enter the fray in 2026. This includes the Kia EV2 and BYD Atto 2 DM-i, which were presented at the Brussels Motor Show.

Tesla remains in control

After 11 months of 2025, the Tesla Model Y looked assured to win the title of Europe’s best-selling EV. The crossover’s 126,702 sales were 45,093 units ahead of its closest rival, the Skoda Elroq. This gap is likely to grow, with the Model Y expected to experience its usual end-of-quarter delivery peak in December.

Meanwhile, the second-place SUV was relatively safe from the chasing pack, with 81,609 sales between January and November.

However, the Renault 5 and the Alpine A290 could potentially benefit from a last-minute slip-up, presuming their momentum is maintained. The duo sat third with a combined total of 78,787 units.

Moving up the table

Moving up two places to fourth was the Tesla Model 3, after a strong November. With 74,974 sales, it could challenge for third, considering its quarterly delivery cycle.

Fifth was occupied by the Skoda Enyaq. The SUV recorded 70,985 sales in the first 11 months of 2025. Just 481 units behind was the VW ID.3, which fell two positions to sixth. Its sibling, the ID.4, claimed seventh with 69,426 units, after finishing ahead of the ID.3 in November.

The VW ID.7 landed in eighth thanks to 68,080 sales. It placed ahead of the ID.3 and ID.4 in November, meaning these three positions could change in the full-year standings. Kia’s EV3 secured ninth with 61,197 units, while the BMW iX1 landed 10th, posting 59,091 deliveries.

BYD’s PHEV success

BYD’s European PHEV success continued in November. The carmaker’s Seal U topped the standings during the month, with 5,682 new models delivered. This represented a 263.5% volume increase compared to 12 months prior.

Two other SUVs followed behind: the VW Tiguan and the Volvo XC60. Both models are competing against the Seal U for the 2025 PHEV best-seller title. The former recorded 4,927 sales in November, up 27% year on year. Conversely, the XC60 endured a 23.6% delivery decline, with 4,312 new models taking to European roads.

The Mercedes-Benz GLC was just 54 units behind in fourth. The SUV enjoyed a sales boost of 25.9% compared to November 2024. Then came the MG eHS with 3,607 deliveries, equating a year-on-year surge of 100.5%. Sixth was taken by the Ford Kuga, however, it faced a 1.5% drop in sales to 3,457 units.

The first non-SUV in November’s PHEV top 10 was the Audi A3. The model posted its highest monthly delivery figure since March 2024, with 3,271 deliveries. Compared to November 2024, this was a jump of 938.4%.

The Jaecoo J7 made its third consecutive top 10 appearance after only beginning to record significant volumes in February 2025. During November, the SUV posted 2,976 sales, putting it in eighth.

BMW’s X3 trailed the Jaecoo J7 by just 87 units. The German model recorded 2,889 deliveries in the month. This brought the total of SUVs featured in the month’s top 10 best-selling models to eight. The VW Golf finished in 10th. The hatchback recorded 2,858 sales, up 121% year-on-year.

All set for PHEV glory?

From January to November, the BYD Seal U sat at the top of the European PHEV market. With its November triumph, the model extended its lead, bringing its cumulative total to 57,949 units.

Its closest challenger was the VW Tiguan. The PHEV trailed the top spot by 2,271 units. This left the Tiguan with a mountain to climb to take full-year victory. The Volvo XC60 was third with 53,057 sales. Despite being in the fight for the title throughout the year, its chance of victory heading into December appears slim.

Fourth went to the Ford Kuga, which has remained consistent in 2025. Its 41,818-unit total was comfortably ahead of the BMW X1 in fifth. After narrowly missing out on November’s top 10, it recorded 36,257 units after 11 months of the year. The Mercedes-Benz GLC followed in sixth, with 34,839 deliveries.

MG’s eHS secured seventh in the cumulative standings, thanks to 33,383 sales. Not far behind was the Toyota C-HR, taking eighth with 32,149 units.

Fighting for a top 10 finish

Multiple models are fighting for a 2025 top 10 finish in the PHEV table. At the end of November, the Cupra Formentor held ninth with 26,695 deliveries. Just 99 units behind was the VW Golf, which entered the top 10.

However, both models are far from safe. The two most likely candidates to cause a last-minute shock are the BMW 5-Series and the Jaecoo J7. The models posted 26,588 and 26,194 units between January and November, respectively. In particular, the Jaecoo J7 was well positioned to enter the top 10 after a strong run of monthly results.

The Toyota RAV4, BMW X3, and Hyundai Tucson also have an outside chance of squeezing in. The three SUVs recorded 25,880, 25,550 and 25,116 units, respectively.

The Automotive Update: Best of the Brussels Motor Show and European Car of the Year revealed

What were the standout premieres at the 2026 Brussels Motor Show? Which model won the Car of the Year award? Autovista24 journalist Tom Hooker explores the show’s highlights with editor Tom Geggus in The Automotive Update podcast.

Many new models premiered at the Brussels Motor Show. Meanwhile, one of the automotive industry’s biggest accolades went to a historic carmaker. Additionally, Autovista24 explores the show’s importance for Belgium’s new-car market.

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

Brussels Motor Show premieres

The Brussels Motor Show played host to a long list of model reveals from the world’s biggest carmakers. Global premieres included the Kia EV2, Opel Astra and Astra Sports tourer. The Mercedes-Benz GLB and Peugeot 408 also made their international debuts.

The Tesla Model 3 Standard was one of many European premieres. Following suit were the BYD Atto 2 DM-i, the MG S6 and the Leapmotor B03X. Numerous concept cars were also displayed at the Brussels Motor Show. This included the Citroën ELO and Hyundai Concept Three, which the carmaker confirmed would become the Ioniq 3.

A historic victory

One of the highlights from the Brussels Motor Show was the European Car of the Year award. This year’s winner was the Mercedes-Benz CLA. It was only the second time the brand had been presented with the accolade in the awards’ 62-year history.

The panel of 59 senior motoring journalists across 23 countries made their votes based on various criteria. Aspects such as design, comfort, safety and economy were considered. In the judging process, technical innovation and value for money are particularly important factors.

A shortlist of seven models is created from the year’s new arrivals. Jury members are allotted 25 points to apportion to at least five cars, with up to 10 points for each.

The Mercedes-Benz CLA came first with 320 points. The Skoda Elroq came second with 220, followed by the Kia EV4 with 208. The Citroën C5 Aircross came fourth with 207, and fifth was the Fiat Grande Panda with 200. Rounding out the finalists was the Dacia Bigster in sixth with 170, and the Renault 4 in seventh with 150.

Brussels Motor Show drives sales

The Brussels Motor Show has gained increased international attention over the last few years. However, it remains a significant sales event for Belgium’s new-car market. January and February, which are commonly lower-volume months in Europe’s other new-car markets, see high sales activity in Belgium.

During this period, leads are generated from the event, which are passed on to local dealers. Meanwhile, customers can browse models at the show without feeling the commercial pressure of having to buy a car immediately. Prospective buyers can also benefit from seasonal discounts and promotions around the motor show period.

The fleet channel holds a majority share of the Belgian new-car market. Yet, most sales that follow the event are from the private channel. In this segment, there remains a healthy appetite for petrol and diesel-powered models, as well as full and mild-hybrids. This means carmakers are heavily incentivised to show a wide range of models and powertrains at the show.

Key highlights from the Brussels Motor Show 2026

With model debuts and the European Car of the Year award, the Brussels Motor Show is an important automotive event. Autovista24 special content editor Phil Curry presents highlights from this year’s show.

The Brussels Motor Show has grown in stature in recent years. Since the doors closed on the Geneva International Motor Show (GIMS) in Switzerland, automotive brands have shifted their focus to the Belgian event.

As the first automotive event of 2026, the Brussels Motor Show also provided a look at potential upcoming market trends. Talks of fresh partnerships, new brands, plus continued fleet electrification highlighted Europe’s developing automotive market.

Autovista24 looks at a selection of new models and interviews the winners of the European Car of the Year 2026. 

Plenty to see at Brussels Motor Show

The halls at the Brussels Expo were packed with carmakers, many bringing new or refreshed models to display.

This included the Kia EV2, a new battery-electric vehicle (BEV) which completes the Korean brand’s EV line-up. By adding a small city-car model to its range, the company can cater to many different drivers. Kia also introduced an expanded GT model range, including the EV3 GT, EV4 Hatchback GT and EV5 GT.

Opel used the show to reveal the new Astra, with an improved ‘Vizor’ headlight profile. This features an illuminated badge sitting central to new lighting strips. The Stellantis Brand also redesigned the interior to make it more comfortable.

Subaru arrived at the event with two BEVs, the e-Outback and the Uncharted. Both cars feature all-wheel drive, keeping the brand’s offroad credentials intact.

Mitsubishi used the show to highlight its new range, as it makes a European comeback. Models included the ASX, the Eclipse Cross, the Grandis and the Outlander PHEV. With the brand working in partnership with Renault, it will be hoping to re-establish a foothold in the European market.

Another brand that will be working with Renault is Ford, which confirmed two new small cars will arrive in 2028. The carmaker brought its Ranger plug-in hybrid (PHEV), alongside a mix of passenger cars and light-commercial vehicles. Central to this was a remote-control car racing track, with drivers able to race using simulation rigs.

Who won European Car of the Year 2026?

The Brussels Motor Show is also the new home of the European Car of the Year awards. A shortlist of seven new models was judged by automotive journalists from across Europe, with points awarded to each.

This year, the Citroen e-C5 Aircross, Dacia Bigster, Fiat Grande Panda, Kia EV4, Mercedes-Benz CLA, Renault 4 and Skoda Elroq made the shortlist. Of these, judges awarded the Mercedes-Benz CLA the most points, giving it the 2026 title.

This was the first time the German carmaker won European Car of the Year since 1974. The result also broke a two-year winning streak for Renault. It saw its Scenic take the title in 2023, and the Renault 5 in 2024.

‘It really means a lot to me, and also the Mercedes-Benz team, many hundreds and thousands of people who worked to make this car happen. It is a great reward to get this trophy from journalists across the whole of Europe, especially with many countries voting the CLA in first place,’ Oliver Löcher, vice president, overall vehicle integration at Mercedes-Benz, told Autovista24.

‘In some aspects, the CLA is a pivotal car. It is the first on our new compact platform, on which we will now roll out derivatives, like the GLB, which we launched at Brussels. It is also the first car with our latest generation e-drive, featuring 800-volt, high-efficiency fast charging. It is also the platform for our new MBO operating system. The CLA is, therefore, the frontrunner of a new generation of Mercedes-Benz cars,’ he added.

‘This year will see a lot of new-car launches from ourselves, making it a very exciting and busy year. But for now, we have the CLA, and I am very happy to see it win the European Car of the Year,’ Löcher concluded.

Awards come to Brussels Motor Show

The European Car of the Year award continues to be coveted by carmakers. This was clear in the reaction of the Mercedes-Benz team, with celebrations continuing throughout the event.

‘Even though the European Car of the Year award has been running since 1964, it is still very relevant. For consumers, today they face a lot of new technologies, and even new brands that were not heard of some years ago,’ commented Søren W. Rasmussen, president of the jury at the European Car of the Year.

‘This means they need guidance, and the Award winner, and its finalists, all help guide consumers directly to the best cars in the market. It is, therefore, very important for carmakers to have this prize,’ he added.

The European Car of the Year award was a staple of the Geneva International Motor Show. But moving to the Brussels Motor Show has allowed the award to provide a full year of benefits for the winner and the finalists.

Yet while the Mercedes-Benz team celebrate winning the 2026 prize, attention has already turned to the 2027 award. ‘We now start looking into the cars which can be candidate cars for the prize next year. As we walk around this exhibition, we can see already now there are some very good cars which will be definitely on the long list, and may make the shortlist for the end of 2026,’ concluded Rasmussen.

Can Spain’s new-car market stretch EV success into 2026?

December marked the only month of decline for Spain’s new-car market in 2025. However, this did little to dampen what has been a strong year, buoyed by headline-grabbing electric vehicle (EV) sales. But is this strength reflected in the wider market shares, and can 2025’s success continue? Autovista24 web editor James Roberts investigates.

For the second consecutive year since the COVID-19 pandemic, Spain’s new-car market recorded year-on-year growth. According to Autovista24 calculations of ANFAC data, 1,148,650 new vehicles were delivered in Spain across 2025. This equated to a near 13% year-on-year increase.

‘This figure places our market almost at the level of what is considered “our natural market”,’ stated Ana Azofra, regional head of valuation and insights at Autovista Group. ‘Furthermore, this positive trend has remained consistent throughout the year, so the outlook for 2026 continues to point to a solid market with slight growth.’

‘Private buyers have driven this growth, closing 18% above 2024. Although it is true that part of these sales come from the support plan following the floods in the Mediterranean area, throughout the year, this channel has continued to increase demand. The fleet and leasing channel has also grown by 10% in the year to date,’ added Azofra.

An end to growth?

Looking solely at December’s figures, a year-on-year decline ended 15 months of consecutive improvements. Autovista24 analysis of ANFAC data revealed that in the final month of the year, 103,012 new vehicles took to Spanish roads. This meant a 2.2% drop, compared with December 2024.

Industry bodies have attributed this to the ‘DANA effect’ of increased new-vehicle demand following serious flooding in Spain during 2024. The figures for December that year were subsequently higher than usual.

Despite this, last month’s totals proved strong. Not only did they exceed 100,000 units, but also returned the fourth-highest monthly total of 2025, according to Autovista24 calculations.

‘It has been a very positive year because individuals and companies have also increased their demand for new cars, pulling the market,’ outlined Félix García, director of communication and marketing at ANFAC. ‘It is true that we are still far from the 1,259,000 units sold in 2019, but the truth is that the market is gradually recovering, and we hope that in 2026 we will be close to the level reached before the pandemic.’ 

EV incentives moving on

Key to Spain’s new-car market prosperity in 2025 has been a healthy uptake in EVs, including battery-electric vehicles (BEVs), and plug-in hybrid vehicles (PHEVs). Integral to this trend has been a long-standing set of regional incentives available throughout Spain’s autonomous communities.

Since 2019, the MOVES plan has provided financial incentives for EV purchases, plus the installation of charging infrastructure. Its various iterations have helped foster healthy and consistent electrification, especially relative to other major European markets.

In April, the MOVES III purchase incentive scheme was implemented, backed by €400 million. This turned out to be the final chapter of the MOVES plan. As of January 2026, it has been replaced by a centralised incentive framework labelled Auto Plan 2030.

Despite well-documented problems such as delays in payments, red tape and regional disparities, the MOVES plan helped EV sales in 2025. Autovista24 analysis of ANFAC data reveals that December saw 23,858 EVs registered in Spain. This was the second-highest monthly total and a 57.7% year-on-year gain.

Breaking down the EV powertrains, PHEVs enjoyed an eighth consecutive month of triple-digit growth. The plug-in technology improved by 101.1% and claimed a fairly consistent 12.3% of the monthly market share in December.

Meanwhile, BEVs captured 10.8% of the monthly new-car market, up 2.4 percentage points (pp) on 12 months prior. In terms of units, December saw 11,177 all-electric cars delivered, up by 26.7%.

EVs power towards 20% market share

Assessing 2025 as a whole, there was plenty to cheer in terms of electrification in Spain’s new-car market. Almost one in five new cars registered in Spain last year was an EV. In all, 225,608 plug-in vehicles joined Spain’s car parc, according to Autovista24 calculations.

As well as marking a 94.6% year-on-year upswing, the powertrain grouping established a high share of 19.6%. Compared with 2024, these gains amounted to a sizeable 8.2pp increase.

‘The automotive market in 2025 has performed much better than expected and is already bringing us closer to the sales figures we had before the pandemic,’ stated Raúl Morales, communication director of Faonauto. ‘This has been largely due to the good performance of electrified vehicle registrations, thanks to the fact that the MOVES plans have worked.’

Of the two EV powertrains, PHEVs have proved the most popular choice among customers in Spain. Across the year, 123,986 units left the nation’s forecourts, a huge 111.7% year-on-year volume surge. This secured a 10.8% market share, up 5pp from the previous year’s totals.

December’s bumper BEV performance, coupled with continued plug-in hybrid prowess, helped push up annual EV totals. However, in isolation, the PHEV market hold ended up a significant 18.9pp behind petrol’s share.

However, at the conclusion of 2025, BEVs did hit a new high point, with a share of 8.8%. Back in January, the powertrain held the same market share as the palpably unpopular diesel. Fast forward 12 months, and the BEV share pulled clear of the fuel type to the tune of 3.3pp.

2025 year of EV take-off in Spain

For industry observers like Azofra, the months ahead look positive. It is hoped that the momentum gained in 2025, plus the new Auto Plan 2030, can only help electrify the Spanish market.

‘2025 has been the year of the take-off for electric mobility in Spain, reaching a market share of almost 20%, and exceeding 200,000 units of BEV and PHEV sales for the first time,’ confirmed Azofra. 

‘The outlook in this regard is positive, thanks to the recently approved Auto Plan 2030, which will consolidate the drive towards electrification,’ she added.

Hybrids help electrify Spain

Mirroring an established European new-car trend, Spain saw hybrid sales dominate its new-car market in 2025.

These registrations, encompassing both full and mild-hybrid technologies, accounted for 42% of the overall new-car market in 2025, a 3.4pp leap. In all, 482,874 vehicles made their way to customers over the year, according to Autovista24 calculations. This proved to be a 23.1% uptick from 2024’s annual figures.

Additionally, a prosperous month for the powertrain helped electrified models end the year brightly. Adding EVs to hybrid volumes, this grouping hit a new market-share peak of 61.7% in 2025.

At the end of 2024, new electrified vehicle figures breached the 50% mark for the first time. One year later, the gains amounted to 11.7pp. Hybrids contributed the most to this success. It remains to be seen whether new domestic incentives wean Spanish drivers away from hybrids and towards EVs in 2026.

Petrol and diesel’s demise exaggerated?

If hybrid popularity prevailed across European new-car markets in 2025, so did the decline of internal-combustion engines (ICEs). Spain was no exception. However, despite monthly year-on-year drops for both petrol and diesel registrations, the reality is more nuanced.

In total, 380,898 new ICE vehicles were registered in Spain during 2025. This 19.8% fall in sales resulted in a 33.2% market share, a stark 13.5pp nosedive. Despite this, ICE has not crashed into the ground in Spain just yet.

Petrol ended the year as the second most popular powertrain in terms of market share. A total of 318,216 units secured a 27.7% hold, albeit 9.5pp down on 2024’s figures. However, since January, petrol’s grip on the market only slipped 1.8pp.

While petrol power remains a declining, but not unappealing proposition in Spain’s new-car market, diesel dipped considerably in 2025. Despite relatively modest year-on-year sales drops in October and November, it saw 62,681 deliveries across the year, down 35%.

The fuel type closed the year with a 5.5% share of the overall market. This was down 4pp year on year, just 0.3pp above the ‘other’ category.

This grouping, encompassing liquid-petroleum gas and natural gas, ended the year strongly. Volumes increased 76.8% year on year to 59,271, increasing its share by 1.9pp. This served to add another layer to Spain’s intriguing new-car market, as it looks to further electrify in 2026.

Floundering French new-car market ends 2025 in decline despite EV breakthrough

The French new-car market struggled again in December, recording another decline. However, the monthly result marked a shift in the overall powertrain dynamic as EVs stepped up. Autovista24 special content editor Phil Curry examines the figures.

The new-car market in France saw instability across 2025. Amid this troubled year, December’s results prompted a change in powertrain dominance, as electric demand took hold. 

In total, 172,929 units were registered in the last month of 2025, according to Autovista24 analysis of PFA data. This was down 5.8% year on year, meaning that the country only achieved growth in three months of 2025.

December’s poor result owed much to the continued decline of internal-combustion engine (ICE) models. Additionally, the hybrid market, made up of full and mild-hybrid powertrains, remained relatively stable. This meant it was unable to fill the void created by the decline in petrol and diesel deliveries.

With nine months of declines, the French new-car market finished the year with registrations down by 5%.  A total of 1,632,154 new cars made their way to customers, a drop of 86,262 units, according to PFA data.

EV ascension

December’s results led to a swing in powertrain dominance across the year. Electric vehicles (EVs), including battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), recorded a greater market share than ICE across 2025.

This was thanks to a strong run of BEV performances, boosted by new incentives. Yet, the wider market decline is most likely due to the demise of petrol and diesel. There was an 8.9 percentage point (pp) market share gap between ICE and EVs in January, according to Autovista24 calculations.

This decreased slowly across the year, but narrowed significantly in October, thanks to stronger BEV results. This momentum continued, leading EVs to overtake ICE by the end of December. Therefore, the change in powertrain dynamics will likely continue into the new year.

Thanks to their increased popularity, BEVs ended 2025 just behind petrol in terms of market share. There was only 1.2pp between the two technologies by the end of the year. This was down from 8.7pp at the start of 2025, according to Autovista24 calculations.

This run of form could continue throughout 2026, with the country’s ecological bonus extended. Furthermore, social leasing plans will continue to run until the end of 2030, making EV ownership more affordable for drivers.

Good month for BEVs

With their run of strong results toward the end of the year, BEVs ended 2025 with 326,923 units registered. This was a 12.5% increase on 2024, with an additional 36,309 units taking to the road, according to Autovista24 calculations. This was an impressive result, considering the powertrain was down against 2024 year-to-date volumes until October.

Even more impressively, BEVs ended the year 18,310 units behind petrol, having been more than 46,000 units in its wake halfway through 2025. After 12 months, all-electric vehicles accounted for 20% of France’s registrations tally, up 3.1pp year on year. This was just 1.2pp behind petrol’s share of the yearly total.

In December, 42,212 new BEVs were delivered, according to Autovista24 analysis. This was a 42.5% improvement compared to the same month last year. The volume meant that in the final month of 2025, BEVs held a 24.4% market share, up 8.3pp.

PHEV struggle continues

While BEVs rode high, PHEVs had a difficult year. Across the 12 months, the technology saw registrations fall by 25.8%, with 108,627 units delivered. This meant that 37,771 fewer models took to French roads throughout the year.

December completed a full year of monthly declines, as drivers in the country shunned the powertrain. While still proving more popular than diesel, PHEVs ended 2025 with a 6.7% market share, down by 1.8pp.

In December alone, PHEVs saw a 30.1% reduction in volumes, as 17,272 units were registered. The technology achieved a 10% share of the overall total, down by 3.5pp. This made it the country’s fourth most popular powertrain.

Strong EV ending

The PHEV decline in 2025 meant that overall EV registrations ended the year with a drop. However, this was just a 0.3% fall, equating to just 1,462 fewer units delivered across the 12 months of the year.  

This represents quite a turnaround, with all the lifting done by BEVs. The result left electric models with a 26.7% market share, up by 1.3pp compared to the whole of 2024.

In December, EV registrations totalled 59,484 units, a rise of 9.5%. Again, this was all thanks to the BEV performance. Plug-in models represented 34.4% of overall volumes in the month, up by 4.8pp year on year.

Petrol plummets again

While BEVs have pushed on in the second half of 2025, the French new-car market still suffered. This can be largely attributed to the performance of petrol models.

Like many other European markets in 2025, France saw fuel type plummet, with drivers turning to hybrid or electric technologies. By the end of 2025, a total of 345,233 petrol cars were delivered, a drop of 32% year-on-year. This left the powertrain with a 21.2% share of the market, down 8.3pp.

Without petrol, the total French new-car market would have seen a 6.3% rise in volumes across 2025, according to Autovista24 analysis. This indicates how the technology dragged the sector down.

December completed a full year of monthly declines, with figures down 31.1%. In total, 30,111 units were delivered, based on Autovista24 analysis of PFA figures. With a 17.4% hold of the total in December, petrol’s market share fell by 6.4pp year-on-year.

Meanwhile, diesel deliveries dropped by 36.5% across the whole of 2025, as just 79,397 models took to the road. This was 45,555 units fewer than 2024. The 4.9% market share achieved by the powertrain was 2.4pp down compared to last year.

In December, 7,625 diesel models were registered, a drop of 34.1%. The powertrain took 4.4% of the total new-car tally, down by 1.9pp compared to the same month in 2024.

Is ICE still relevant?

Combining petrol and diesel deliveries, the ICE market struggled in 2025. With 424,630 registrations in total across the 12-month period, volumes were down by 32.9%. This equated to 208,078 fewer registrations.

The group’s market share plummeted by 10.8pp, ending the year at 26%. This put it behind EVs in terms of volumes and share. The feat is even more startling considering the difficult year for PHEVs.

In December alone, ICE deliveries fell by 31.7%, with 37,736 registrations, according to Autovista24 calculations. This left the group with a 21.8% hold on the market, down 8.3pp. This was also 12.6pp behind the market share of plug-in models.

Hybrids end on top

Hybrids ended 2025 as the most popular powertrain in France. In total, 714,998 units were registered in the country across the year, a rise of 21.4%. This meant that 126,108 more units were delivered compared to 2024’s tally.

While hybrids were just ahead of petrol in 2024, the electrified powertrain dominated 2025. With a market share of 43.8%, it was up 9.5pp year on year. It also sat 22.6pp ahead of the petrol share.

However, this growth has slowed throughout the year. In December, just 0.6% more hybrids were registered. This followed two consecutive months of single-digit growth. In total, 69,374 units were delivered in the month. The powertrain held a 40.1% market share, up by 2.6pp year on year.

Adding hybrid totals to the EV group, and the electrified market was the clear leader in 2025. With 1,150,548 units, the grouping saw registrations up 12.1%, while a 70.5% market share jumped by 10.8pp.

In December alone, electrified models achieved 128,858 deliveries, a 4.5% rise. The group took 74.5% of total deliveries, up 7.4pp compared to the same month in 2024.

What to expect in 2026?

For France’s new-car market, 2025 was a year of change. Overall figures wavered as petrol sales plummeted, and diesel and PHEV registrations spluttered. The combined efforts of hybrids and BEVs were not enough to help overcome the deficit.

Petrol is unlikely to pick up again this year. This means 2026 could prove to be even more transformative for the French automotive market. In terms of volume, BEV registrations have outpaced the fossil-fuel technology since September 2025. If that continues, petrol will drop behind.

So, 2026 could be a year of electrified dominance in France. With EVs outselling ICE across the year, drivers and fleets in the country have already signalled their intent.

The fly in the ointment is the PHEV sector. Other major European markets had not seen PHEV declines by the end of November 2025, according to ACEA. France was the only one of the five biggest markets in the EU, EFTA and the UK to see this trend. Should this reluctance to adopt the technology continue, it could hinder further electrified growth.

The Automotive Update: EU dilutes 2035 emissions targets and latest global EV growth analysis

What were the major takeaways from the European Commission’s automotive package? How has the industry reacted to further vehicle emissions flexibility in the EU? Plus, are global electric vehicle (EV) sales increasing, or has momentum slowed? Autovista24 journalist Tom Hooker presents The Automotive Update podcast.

This latest episode dives into the key announcements from the European Commission’s new automotive package. Autovista24 explores how the various proposals, including more emissions leniency, could transform the future of car sales in the EU. 

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

Changes to EU ICE ban confirmed

The European Commission has presented an automotive package that could significantly alter the EU’s approach to vehicle emissions. Central to this, the package will allow new internal combustion engine (ICE) vehicles to be sold after 2035.

This confirms a distinct departure from the previous framework. The former legislation required all new cars and light commercial vehicles (LCVs) sold in the EU from that year to have zero tailpipe CO₂ emissions.

Instead, the proposal aims to provide greater flexibility in how manufacturers achieve emissions reductions amid longer-term climate objectives. The new package allows for new petrol and diesel models to be sold after 2035. The legislation also allows for new mild hybrids, full hybrids, plug-in hybrids (PHEVs), and extended-range electric vehicles, can be sold after that date.

Under the new framework, carmakers must reduce tailpipe CO₂ emissions by 90% compared with 2021 levels from 2035 onwards. Remaining emissions could be offset through the adoption of low carbon steel produced within the EU, as well as the incorporation of e-fuels and biofuels.

The package also proposes adjustments to interim emissions targets via a ‘banking and borrowing’ mechanism between 2030 and 2032. This would give manufacturers additional flexibility to meet the 2030 target of a 55% CO₂ reduction.

Rapid technology transformation

Additional measures include revised vehicle labelling requirements, plus expanding CO₂ and amended energy performance information. Mandatory zero and low-emission vehicle targets for corporate fleets would be set at a national level.

To support affordability and competitiveness, the package also introduced incentives aimed at smaller electric cars. There were also announcements for funding to strengthen the European battery chain. This includes significant support for battery-cell production.

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

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

EV adoption upswing in Europe and beyond

Deliveries of EVs in Europe, including battery-electric vehicles (BEVs) and PHEVs, have grown by 27.8% across the first 10 months of 2025. In all, just over three million units were sold in the region.

BEVs recorded a smaller cumulative growth of 25.7%, with a higher overall delivery volume. Between January and October, the powertrain saw over two million vehicles take to Europe’s roads.

PHEVs have witnessed a greater year-on-year sales increase of 32.1% from January to October. This, however, is based on a smaller figure. Just over one million PHEV units were delivered.   

Globally, the EV market grew by 28.8% year on year, across the first 10 months of 2025. This was driven by BEVs, which captured a 64.3% share of total plug-in sales. Conversely, PHEVs, saw slower growth. Hampered by China’s relatively receding market, the powertrain made up just over a third of all EV sales globally between January and October. 

In China itself, PHEV growth reached 18.7%, over the first 10 months of 2025. Hampered by slow growth since July, this is, significantly down from its 84.1% improvement in the same period of 2024. However, the Chinese market saw overall EV sales increase by 29.1% from January to October, with BEVs driving this growth. 

Skoda remains competitive in the European EV market

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

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

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

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

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

BEV success for Skoda

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

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

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

A trio of VW’s

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

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

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

Tesla Model Y’s headache

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

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

Can Skoda close the gap?

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

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

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

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

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

A last-minute comeback?

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

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

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

Volvo’s return to the top

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

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

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

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

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

An ever-closer battle

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

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

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

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

Changing positions

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

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

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

Is a hybrid slowdown hampering new-car registrations in France?

After three months of improvement, the new-car market in France returned to decline in November. With 2025 now more likely to see overall volumes fall, how have hybrids contributed to the market’s performance? Autovista24 special content editor Phil Curry examines the latest data.

November saw registrations fall by 0.3% year on year. 132,929 passenger cars made their way to customers, according to Autovsta24 calculations based on data from PFA. This was a deficit of just 390 units compared to the monthly total in 2024.

France has seen struggles in its new-car market this year. It was not until August that any growth was registered. Now, November’s result brings a run of three months of positivity to a close.

Across the first 11 months of 2025, the country’s market dropped by 4.9%. In total, 1,459,227 new cars were delivered, based on Autovista24 analysis. This was up by 0.5 percentage points (pp) compared to October’s decline. However, this did not spark hope for a turnaround to a full year of growth.

At the end of November, there was a gap of 75,527 units compared to the same 11-month period in 2024. Therefore, the market would need a 41.1% jump in December’s figures to see any full-year growth. In this case, it is likely that France will experience a second-consecutive year of registrations decline.

Powertrain performance in France

Like other major European markets, France has been hampered by poor results generated by petrol and diesel powertrains in 2025.

However, the country has also seen the plug-in hybrid (PHEV) market struggle. The technology has not seen a single month of year-on-year improvement between January and November, adding to the French declines.

The battery-electric vehicle (BEV) market has also suffered, with five declines in the first six months of the year. However, following changes to the ecological bonus in July and the return of social leasing, the powertrain has seen gains.

This may have come at the cost of hybrids. Combining full and mild hybrids, the market saw double-digit growth in all but one month across the first three quarters. This improvement slowed in October, while November resulted in the lowest hybrid improvement of 2025.

With such fluctuations across all powertrains, a full-year decline is to be expected. However, the lower volume base could help the market achieve growth in 2026.

Hybrid slowdown

France’s hybrid market saw just 3.3% growth in November. A total of 54,212 units were registered in the month, an increase of 1,750 models. The powertrain continued to lead overall, accounting for 40.8% of all deliveries, a 1.4pp increase year on year.

However, November’s improvement was the lowest volume increase of 2025 so far. Having started 2025 well, there has been a notable slowdown in improvement. Since a jump in August, the market has started to level out again.

This has likely added to France’s woes when it comes to overall growth. Hybrids drove registrations for most of 2025, making up for losses in petrol and diesel units.

To highlight France’s reliance on hybrids, in January, the country’s new-car market declined by 6.2%. If the powertrain had not been included, overall volumes would have fallen 28.5%, a difference of 22.3pp. In November, the 0.3% overall decline would have been at 2.6% without hybrid inclusion, a difference of 2.3ppn on the actual result.

But while the powertrain’s deliveries have slowed, they were still the best-performing across the first 11 months of the year. With 644,824 deliveries, the technology was up 24% compared to the same point last year. This total represented 4.2% of the market, up from 33.9% a year prior.

BEV bounce back continues

The hybrid slowdown has seen BEV registrations soar. In November, 34,294 all-electric units were delivered to customers, a rise of 47.5%. This was the biggest growth of the month, with an additional 11,039 all-electric models delivered.

The powertrain is now comfortably the second-most popular choice in France, having taken the position in September. Last month, it achieved a 25.8% share in the country, up 8.4pp year on year. This was also its highest market share of the year.

The turnaround in the BEV market has been remarkable. After six months of 2025, registrations were down by 6.4%. Since the introduction of amended incentives in July, monthly improvements followed. This meant that after 11 months of 2025, deliveries were up 9.1% year on year. This provided a 19.5% market share, an increase of 2.5pp against the same period in 2024.

While BEV deliveries are improving, the PHEV market is in serious decline. November saw just 9,495 registrations for the powertrain, an 18.7% fall. Their 7.1% market share was down by 1.7pp compared to the same month in 2024.

This left the technology 24.9% down 11 months into 2025. A total of 91,355 units have been registered, a difference of 30,326 deliveries against last year. With a 6.3% market share, the powertrain is performing better than diesel, but still 1.6pp lower compared to 2024.

Hybrid and BEV boosting market

The performance of the PHEV market has dragged down the overall electric vehicle (EV) sector in France.

Combining both BEVs and PHEVs, EV registrations improved by 25.3% in November. This equated to an extra 8,851 units compared to November 2024. The grouping was still ahead of the internal-combustion engine (ICE) sector, but has been unable to pull away at the rate of other major European markets.

EVs held 32.9% of the total registration volume in the month. This was its highest share of 2025, managing only a 6.7pp year-on-year rise.

Between January and November, EVs were 1.7% down compared to the same period of 2024. The powertrains accounted for 25.8% of the whole market total, up just 0.9pp. This was still behind the ICE share, with a 0.7pp difference between the two.

To highlight just how dependent the EV market is on BEV growth, the sector was 8.6% down between January and  September. The pull back to a drop of 1.7% is all to do with the growth in the all-electric segment.

Adding hybrids into the mix, the electrified market grew by 12.1% in November, with an extra 10,601 units taking to French roads. This meant 73.7% of deliveries in the month featured an electric element, up 8.1pp higher year on year.

After 11 months of 2025, electrified deliveries were up 13.1%, thanks to the performance of hybrids and BEVs. The grouping accounted for 70% of the total market, up 12.2pp.

Petrol pulling down

While BEVs and hybrids grew, petrol and diesel pulled the market downward. Petrol registrations fell by 30.1% in November, with 23,358 registrations.

This meant a 17.6% market share, a 7.5pp fall compared to the same month of 2024. This was the lowest share of the year, and a significant 1.6pp drop compared to October 2025. Excluding the powertrain’s figures, deliveries in the month would have grown by 9.7%.

In the first 11 months of the year, petrol deliveries were down 32.1%, with 315,122 units. This is a drop of 148,951 units year on year. Meanwhile, the fuel type’s market share fell by 8.6pp year on year, to 21.6%.

Diesel held the lowest volume of the major powertrains in November. With just 7,059 units, registrations were down 20% compared to the same period last year. The powertrain held 5.3% of the market, down by 1.3pp.

Between January and November, diesel deliveries declined 36.7% compared to the same period in 2024. The 4.9% market share was 2.5pp lower year on year.

Combining petrol and diesel, the ICE market fell 28% last month, with a deficit of 11,814 units. Having dominated the country’s new-car market for years, its share fell to 22.9%, a drop of 8.8pp.

In the first 11 months of the year, ICE managed to hold just 26.5% of total registrations, an 11.1pp fall. With a 33% decline in deliveries, equating to 190,557 fewer units, the market is in freefall, as buyers turn to alternative powertrains.

What do fleets need to look out for in 2026?

What automotive trends have fleets navigated this year? What do these companies need to prepare for ahead of 2026? Tim Wellman, enterprise sales director at Autovista Group, answers these questions and more with Tom Geggus, editor of Autovista24.

How have fleets been performing this year? What are their big takeaways from 2025?

This year has been reasonably positive for fleet customers in general. Certainly, the post-pandemic supply shortages are well behind us, and new vehicle availability seems reasonable.

I do see some movement in terms of who is taking market share in the fleet sector. We have seen some changes across selected fleet companies throughout 2025. But overall, the fleet sector seems a reasonably positive segment.

Supply chains have been back in the news with the potential disruption of Nexperia chips, causing carmakers some alarm. Has it also concerned fleets?

Fleet clients predominantly source their vehicles via OEMs. So, any manufacturer lead concerns will naturally impact fleet suppliers. Constriction on supply chains due to the Nexperia chip shortages will inevitably wash through to fleet operators.

The COVID-19 pandemic was a huge lesson for the whole industry in terms of supply chains. How have fleets tried to prepare themselves for disruptions ahead?

Post pandemic, we have seen significant valuation volatility, and the push and pull of supply and demand are playing their part.

There certainly has been some stabilisation post pandemic, but not across all fuel types. There are still prominent spikes evident in our data when comparing battery-electric vehicles (BEVs), internal-combustion engines (ICEs) and plug-in hybrids (PHEVs). This typically varies by each European market.

Fleet providers definitely have an appetite for data insights and intelligence around valuation movements. This is unsurprising given the overarching financial and regulatory frameworks mandating responsibility for the asset portfolios under their care.

Fleets boosted by BEVs?

Speaking of regulation, electrification has been a big deal for fleets. Do you think BEVs have provided them with positive results? What has the reality been of defleeting these models?

The onward march to carbon net zero is critical, and fleets take up around 60% of new vehicle registrations across Europe. So, this is naturally going to be a BEV route to market for many consumers and businesses.

Many all-electric registrations throughout Europe are driven by government grants, but also by advantageous breaks in company car taxation. This drives the adoption of cleaner, greener vehicles superbly well.

However, there are some headwinds that interlace with all of this in terms of the used BEV market. While we see good numbers of all-electric registrations being driven to market by legislation, that does not exist for second-ownership. This is having a material impact on resale values that are under constant pressure.

We have seen residual values (RVs) for BEVs impacted quite heavily this year, certainly in some European markets. Is there anything that fleets can do when it comes to observing those values?

Every fleet operator needs to understand the month-to-month valuation movements in their asset portfolio. With the relevant insight and intelligence across those asset portfolios, fleet operators can make informed decisions on whether to extend the leasing agreements or look to remarket assets sooner.

We are seeing an emerging trend among more fleet operators. They are now looking very closely at their remarketing efforts. Where it is evident, there is a disparity in resale values across European countries. It may be the case that a given tranche of vehicles may afford a better remarketing price in a neighbouring market.

So, being acutely aware of valuation trends across borders, particularly throughout Europe, is really important. If you are seeing potential BEV losses in France, for instance, you may be able to mitigate some of those losses by remarketing in Germany or Spain.

Attentive fleet managers are looking to those neighbouring markets to optimise their remarketing revenues and alleviate unplanned losses.

New brand boom for fleets?

Europe has seen the entrance of new brands over the last few years. Are these newcomers going to see a spike in fleet purchases given their affordability and advanced technology? Or are established brands going to hold firm?

We know some of the Chinese brands coming to market are doing so very professionally, with some fantastic products. These products will naturally challenge some of the established, traditional OEMs.

There are only so many consumers and businesses across Europe that are going to purchase cars. This means there will be fluidity in which brands these people gravitate towards.

One thing that will always remain fundamental in the fleet, finance, and leasing sectors is the importance of both RVs and cost new prices. A strong brand with robust RVs is better positioned to compete across European markets, standing firm against other OEMs.

Ultimately, list price and RVs are critical factors that drive competitiveness and long-term performance.

One technology we have seen become increasingly prevalent is advanced driver-assistance systems (ADAS). Are fleets demanding this kind of technology, or is it just an added cost?

There is an important balance to consider here. As a responsible employer, there is a duty of care owed to company car drivers and vehicle owners.

Providing a vehicle equipped with ADAS not only supports that duty of care but also demonstrates a commitment to protecting employees in the best way possible.

While there may be additional costs associated with this, the value of safeguarding employees while they are on the road representing the business is significantly greater.

Health and safety considerations within fleet management are central to this approach. Enhancing vehicle safety features remains a key component of responsible fleet operations.

How can fleets prepare for 2026?

What do you think are the biggest challenges for fleets in 2026, and what are the greatest opportunities for them?

In terms of the biggest challenge, we are seeing a huge uptick in BEV fleet adoption. We have already discussed the value volatility of used BEVs. We have also got new battery technologies and competitive entrants coming to market.

There will always be some downward pressure on older batteries being surpassed by newer technology. We will also see positive adoption of challenger entrants.

The RVs of all-electric models will continue to come under pressure in the foreseeable future. With that in mind, this will certainly be one of the biggest challenges for fleet companies in 2026 and potentially for years to come.

The biggest opportunity in these scenarios is being as agile as possible; Looking at new strategies for remarketing these BEVs and ensuring that any fluidity in those residual values is managed in the best way possible. I think fleet companies that are agile, reactive and keep a very close eye on what is going on in the market will fare best.

How will the UK’s pay-per-mile tax impact EV owners?

The UK budget included a pay-per-mile tax for electric vehicles (EVs). But how will this work, and what are the potential costs involved? Autovista24 special content editor Phil Curry analyses the data.

A new pay-per-mile scheme for EVs is to be introduced in the UK from 2028. The latest budget announcement confirmed that both battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs) are to be subject to this tax.

For BEVs, this rate will start at 3p per mile. For PHEVs, a discounted rate of 1.5p will be introduced. This must be paid for every mile covered by the vehicle, alongside petrol or diesel.

The Electric Vehicle Excise Duty (eVED) will see drivers pay for their mileage alongside their existing Vehicle Excise Duty (VED). The pay-per-mile rates will be kept in line with inflation from 2029 onwards. Alongside the annual £195 VED requirement after the first year of registration, BEV drivers travelling an average of 7,000 miles a year would pay £405 a year in tax.

A consultation has been published to gain opinions on how the system will work. It states that drivers will estimate their annual mileage and pay for the year ahead or spread the cost monthly. At the end of the year, actual mileage can be submitted, at which point a ‘reconciliation’ will be required.

‘In moves to update the tax system for a modern-day economy the government is introducing a new per-mile levy for electric and plug-in hybrid cars, coming in 2028. All cars contribute to wear and tear on our roads, so it is only right that our motoring taxes cover EVs via a modest per-mile levy, with extra support to keep EV ownership attractive,’ the government announced.

How to pay the mileage charge

The eVED scheme will require drivers to input their annual mileage when renewing their VED. This suggests a change in the way drivers apply for VED.

Currently, vehicle owners can opt to pay for a full 12 months, six months, or a monthly fee. Automatic renewal is offered, with payments taken using direct debit. For monthly payments, this continues until cancelled.

If EV drivers need to input their mileage at the VED renewal stage, this suggests the rolling-payment scheme may end. Instead, owners will likely need to fill out new forms each year, including current mileage and projected annual mileage.

This change has not yet been confirmed but is suggested in the government’s consultation document. Whether this requirement will be rolled out to drivers of all powertrains, or just EV owners, remains to be seen.

The costs of pay-per-mile

The BEV pay-per-mile tax appears to have been calculated at roughly half the cost per-mile fuel duty for petrol. This currently sits at 53p per litre. The budget stated this will remain frozen until September 2026, when it will rise in line with inflation.

Based on an average of 36 miles per gallon (MPG), a petrol car’s per-mile fuel duty costs currently reach 7p. However, diesel vehicles, with an average of 43mpg, achieve a cost per mile of 6p. Hybrids, which have an average of around 59mpg, have a per-mile cost of 4p.

Averaging the MPG of the two pure internal-combustion engine (ICE) technologies, the cost per mile sits at 6p. This is double the planned BEV rate.

According to the latest car parc data from the SMMT, there were 1,334,108 BEVs on UK roads at the end of 2024. Assuming a yearly average of 7,000 miles, this fleet would raise over £280.16 million via the pay-per-mile tax.

This is a small amount compared to the income generated for petrol models. There were 21,041,175 of these cars on the UK roads at the end of 2024. Based on a rate of 7p per mile, this parc would generate £10.31 billion for the UK treasury. This is based on an average distance of 7,000 miles a year per car.

For PHEVs, the situation is more complex. Drivers will be paying both fuel duty and pay-per-mile tax. This could see a cost of 7p per mile for a petrol PHEV, including 1.5p for the electric powertrain.

Could pay-per-mile reduce fuel duty loss?

The pay-per-mile tax has been brought in to help offset any declines in fuel duty that the treasury as electrification continues. The Office for Budget Responsibility (OBR) stated that £1.4 billion would be raised by introducing pay-per-mileage for EVs.

However, it also warned that: ‘on the basis of the current policy settings, this only makes up for about one-quarter of the receipts that will be lost from the decline of fuel duty by 2050.’

It appears there is currently little threat of declining fuel duty income to warrant the new tax. This would require a significant reduction in the number of petrol and diesel models in the UK by 2028.

In 2024, the UK car parc stood at 36,165,401 units, according to SMMT data. This was a 1.3% rise year on year. Of these, 34,088,155 units were either a petrol, diesel or HEV. This was a 0.3% decline compared to 2023 figures, based on Autovista24 calculations.

This decline was driven by a fall in petrol and diesel figures. Combined, ICE-powered passenger cars fell 1.1% compared to 2023 totals.

Across all vehicles, fuel duty raised £24.6 billion in revenue in 2024, according to the Office for National Statistics.

If pure ICE passenger cars each averaged 7,000 miles, fuel duty would have generated £15.18 billion, Autovista24 calculates. This was down by 0.9%, compared to £15.31 billion in 2023, based on the same criteria. If the pay-per-mile tax were implemented on 2024 car parc figures, BEVs would offset this decline by £16.57 million.

While EV sales are increasing, they are not simply replacing petrol, diesel or HEV models. It will be some time before the decline in ICE passenger cars is large enough to see a significant drop in fuel-duty income.

The PHEV issue

For PHEVs, the situation is more complex. As reporting electric-only mileage will be impractical, the pay-per-mile rate has been reduced to 1.5p. This will be applied to the total mileage travelled in a year, regardless of power used. PHEVs will also be required to continue paying fuel duty when filling up.

‘The government recognises that PHEV driving habits vary and that some motorists will drive more or less than 50% in electric mode. However, alternative options would require motorists to report their exact mileage driven in petrol versus electric mode, which is not considered a practical or proportionate approach,’ the government stated in its consultation document.

‘A reduced rate for PHEVs strikes the right balance between fairness, protecting motorists’ privacy and minimising administrative burdens on motorists,’ it continued.

This would mean that for a petrol PHEV, drivers could end up paying 8.5p per mile. Covering 7,000 miles per year, plug-in hybrid owners would pay £595 a year. Of this, just £105 would contribute to electric-only usage.

In comparison to a BEV driver paying just £210 for the same distance, the charge seems disproportionate. The PHEV cost is also much higher than the £490 for petrol powertrains after 7,000 miles.

The situation could impact the PHEV market, which has been performing well throughout 2025, according to SMMT data. Drivers may not want to spend larger amounts on the powertrain. The bridging technology could see new-car deliveries plummet, with customers moving back to ICE, or switching to HEVs or BEVs.

Wrong time for pay-per-mile tax?

The introduction of pay-per-mile driving for EVs is another additional tax on BEVs. This year has already seen all-electric models eligible for VED and the Expensive Car Supplement (ECS).

The government is pushing for BEV adoption, with the zero-emission vehicle mandate placing strict requirements on carmakers. Yet these taxes, while bringing the technology in line with other powertrains, could put buyers off investing in all-electric models.

‘This new pay-per-mile charge is likely to reduce demand for electric cars as it increases their lifetime cost. To meet the ZEV mandate, manufacturers would therefore need to respond through lowering prices or reducing sales of non-EV vehicles,’ the OBR stated in its report.

‘Overall, as a result of this measure, we estimate there will be around 440,000 fewer electric car sales across the forecast period relative to the pre-budget forecast, with 130,000 of this offset by the expected increase in sales due to other Budget measures,’ it continued.

Mike Hawes, SMMT chief executive, commented: ‘Changes to the VED expensive car supplement are welcome, as is the additional £1.3 billion funding for the Electric Car Grant and support for charging infrastructure. These will help, but will not offset the impact of introducing a new electric-Vehicle Excise Duty, the wrong measure at the wrong time.

‘Manufacturers have invested to bring more than 150 EV models to market. However, the pressure to deliver the world’s most ambitious zero emission vehicle sales targets – whilst maintaining industry viability – is intense. With even the OBR warning this new tax will undermine demand, government must work with industry to reduce the cost of compliance and protect the UK’s investment appeal,’ he added.

Boosting EV uptake

The chancellor did announce an increase in the ECS for BEVs. This only became applicable to the technology in April 2025, with the level set at £40,000. This was the same amount as other powertrains.

However, BEVs often cost more than their petrol and diesel counterparts. In this regard, the budget announcement included a new limit of £50,000 for all-electric models.

This increase comes into effect in April 2026. Until then, BEVs are still subject to the £40,000 level. This could see buyers considering more expensive models delay their purchases. However, there is an increasing number of more affordable models coming to market.

In addition, an extra £1.3 billion of funding will be allocated to the Electric Car Grant. The incentive scheme will also be extended to run until the 2029-2030 financial year.

The ending of Employee Car Ownership Schemes, which was due to come into effect in April 2026, has also been delayed. These schemes can now run until April 2030.

Finally, a raft of measures for EV charging infrastructure was announced. This includes an extra £100 million investment to increase the infrastructure in the UK. In addition, a review into the cost of public EV charging will be launched in the first quarter of 2026. This will run until the third quarter of the year, after which a report will be published.