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The data show that 300,202 battery-electric cars were registered during the month, accounting for 32.6 per cent of new passenger-car registrations in the markets surveyed.
The figures emerge three days after Paris and Berlin announced a joint position on the future of Europe’s automotive industry, proposing greater flexibility in the EU’s 2035 emissions regime while introducing measures intended to favour vehicles manufactured in Europe.
The latest figures, compiled by E-Mobility Europe, New Automotive and Fier Automotive, indicate that electric vehicle demand accelerated sharply during September.
According to the industry data published on 19 October, approximately 1.98 million battery-electric cars have been registered across the 17 markets during the first nine months of 2026, an increase of 38.1 per cent compared with the equivalent period last year.
Higher oil prices, government incentives and the introduction of more affordable electric models have all contributed to demand.
The figures represent a substantial change in the composition of European new-car sales, although they cover selected markets rather than constituting a complete statistical account of the EU’s 27 Member States.
France recorded 65,243 battery-electric registrations in September, representing 41.7 per cent of its new-car market. Germany registered 88,724 electric vehicles, giving the technology a market share of 34.6 per cent.
Both countries have substantial automotive manufacturing industries and are directly involved in negotiations over Europe’s future emissions legislation.
Despite the overall increase, electric vehicle adoption remains uneven across the continent.
Norway retained its position as Europe’s most electrified new-car market, with battery-electric vehicles accounting for 98.8 per cent of registrations in September.
Denmark followed with 88.8 per cent, while Finland recorded 62.7 per cent and Sweden 49 per cent.
Electric models also accounted for approximately half of new-car registrations in Belgium, the Netherlands, Ireland and Portugal.
At the other end of the market, battery-electric vehicles represented only 11.2 per cent of registrations in the Czech Republic, 7.6 per cent in Italy and 6.2 per cent in Poland.
These differences illustrate the difficulty of establishing a uniform European transition timetable.
Household incomes, purchase incentives, vehicle prices and charging infrastructure differ substantially between countries. The availability of affordable electric cars is particularly important in markets where buyers are more sensitive to the initial purchase price.
The varying national figures also complicate the EU’s industrial calculations, since manufacturers must operate across markets progressing at different rates.
On 16 October, French President Emmanuel Macron and German Chancellor Friedrich Merz agreed on a joint approach to changes in European automotive regulations.
Under the proposed compromise, car manufacturers would be required to reduce carbon dioxide emissions from new vehicles by 90 per cent by 2035 compared with the 2021 reference level.
The agreement would also remove a proposed requirement to compensate for the remaining emissions through measures such as the use of low-carbon steel.
The change would create additional opportunities for manufacturers to continue selling vehicles powered by combustion engines beyond 2035, subject to the final legislative framework.
In their joint declaration on the automotive industry’s future, the French and German governments argued that emissions reduction must be combined with industrial competitiveness, investment and European manufacturing capacity.
The agreement also envisages preferential treatment for vehicles produced in Europe under certain public procurement and subsidy arrangements.
Britain could potentially benefit from provisions allowing selected European partners to qualify under the proposed industrial framework.
The Franco-German understanding is not, however, a final EU legislative decision. Changes to the regulatory regime require agreement through the relevant European legislative procedures.
The principal argument advanced by supporters of greater regulatory flexibility is that European manufacturers need additional time to adapt production, protect employment and compete with international rivals.
German manufacturers retain extensive investment in combustion-engine and hybrid technology, while French producers have placed considerable emphasis on electric vehicles and maintaining European supply chains.
The negotiations therefore concern more than emissions limits. They also involve battery production, access to raw materials, manufacturing costs and the ability of European companies to compete with producers in China and other markets.
Supporters of the existing transition timetable argue that weakening long-term requirements could discourage investment in electric manufacturing capacity just as consumer demand is increasing.
Manufacturers seeking greater flexibility maintain that regulatory targets must account for uneven market conditions and the cost of developing new technologies.
September’s sales figures provide evidence that electric vehicle adoption is accelerating, but they do not establish whether the same rate of growth will continue without existing incentives.
The debate now centres on whether regulatory relaxation will preserve Europe’s automotive industry during the transition or slow investment in the technology that is already capturing an increasing share of the market.
The head of Mercedes-Benz has warned that excluding British manufacturers from the European Union’s proposed industrial preference rules would damage the competitiveness of carmakers across Europe, challenging Brussels over legislation intended to protect European production from growing international competition.
Ola Källenius, chief executive of Mercedes-Benz and president of the European Automobile Manufacturers’ Association (ACEA), criticised the prospect of restricting British participation in the forthcoming “Made in Europe” framework during discussions in Brussels on Wednesday, 14 October.
His intervention comes as European governments negotiate the Industrial Accelerator Act, which would introduce European-content requirements affecting public procurement and certain forms of industrial support.
The proposed legislation is intended to strengthen manufacturing within the EU, but its treatment of production in neighbouring countries has become contentious, particularly in an automotive industry whose factories and suppliers operate across national borders.
British manufacturing remains closely integrated with continental European automotive production despite the United Kingdom’s departure from the single market.
Components manufactured in Britain are incorporated into vehicles assembled in EU member states, while British factories depend on engines, batteries, electronics and other parts produced in continental Europe.
The value of this integrated manufacturing system depends on companies being able to source components across borders without unnecessary restrictions.
Källenius warned that excluding the UK from the proposed rules would weaken manufacturers operating on both sides of the Channel.
His position reflects industry concerns that a narrowly defined European-content regime could impose additional costs on companies already facing pressure from Chinese competition, slowing demand and substantial investment requirements.
As EU Today reported in September, British Prime Minister Andy Burnham has been pressing Brussels to recognise the UK as a trusted industrial partner under the emerging framework.
Germany has also supported a broader approach that would allow selected trading partners to qualify under European-content rules where reciprocal conditions are met.
France has favoured stronger preferences for production within the EU itself, reflecting differences among member states over how far European industrial policy should extend beyond the Union’s borders.
The Industrial Accelerator Act proposed by the European Commission is intended to strengthen Europe’s manufacturing base and support production in strategically important sectors.
Its provisions address public procurement and industrial incentives affecting products including vehicles, steel, aluminium and clean technologies.
The Commission wants European public spending to support local industrial capacity rather than reinforce dependence on imports from major international competitors.
China has become the principal focus of those concerns because of its expanding manufacturing capacity, particularly in electric vehicles and batteries.
However, measures designed to counter Chinese industrial competition could also affect established trading partners whose manufacturers form part of European supply chains.
The United Kingdom, Norway, Switzerland and Turkey occupy different legal positions in their economic relations with the EU, but all maintain important industrial connections with member states.
An approach that treats their production as equivalent to imports from countries with substantially different market conditions could require European companies to reorganise existing supplier relationships.
For manufacturers, replacing a supplier may involve more than simply ordering components from another factory. Production standards, technical certification, logistics and long-term investment arrangements can make changes expensive and difficult.
Following an ACEA board meeting on Wednesday, European manufacturers called for faster progress on the wider automotive legislative package.
In its 14 October statement, ACEA urged EU institutions to advance negotiations so that the package could be finalised early next year.
The association argues that manufacturers require a predictable regulatory framework to plan investments in electric vehicles, production facilities and new technologies.
Källenius linked the industry’s transition towards zero-emission mobility with the need to preserve employment and strengthen economic security.
European manufacturers are simultaneously investing heavily in electrification while competing against Chinese companies with established battery supply chains and significant production capacity.
The resulting financial pressures are particularly serious for manufacturers that must develop new vehicle platforms while maintaining existing factories and dealer networks.
Additional restrictions on component sourcing could complicate those decisions at a time when companies are seeking to reduce costs.
The dispute has acquired a further dimension following remarks by British Business Secretary Jonathan Reynolds.
Speaking on Wednesday, Reynolds indicated that Britain would not automatically follow the European Union in imposing tariffs on Chinese vehicles.
The UK government maintains that trade measures must be determined according to British economic interests rather than adopted simply to align with Brussels.
That position complicates London’s attempt to secure favourable treatment under European industrial rules.
EU policymakers have argued that closer alignment on trade defences could support Britain’s claim to be treated as a trusted partner.
British ministers, however, must consider whether restrictions on Chinese imports would benefit domestic manufacturers and consumers.
The disagreement will form part of the broader economic relationship being discussed ahead of the next UK–EU summit, scheduled for 20 November.
The automotive dispute follows earlier negotiations over British participation in European defence procurement and other industrial programmes.
In both cases, London wants access to initiatives designed to strengthen European production while remaining outside the EU’s institutional framework.
Brussels must determine how far preferential treatment can extend to non-member countries without undermining the objectives of its industrial policy.
The Commission’s proposals have already revealed disagreements between governments favouring a tightly defined European manufacturing base and those seeking to preserve wider commercial partnerships.
Källenius’s intervention strengthens the argument that industrial protection cannot be considered separately from the supply chains on which European manufacturers depend.
The final legislation will influence investment decisions, procurement arrangements and the position of British suppliers within the continental automotive industry.
The outcome will also provide an indication of how far the EU is prepared to accommodate its closest trading partners as it attempts to strengthen European manufacturing against growing competition from China.
The arrangement, confirmed on 12 October, follows months of negotiations between Brussels and Beijing and reflects growing concern about the competitive position of European carmakers.
The import ceiling could reduce Chinese hybrid vehicle sales in the EU by more than half compared with previously anticipated volumes, although the actual effect will depend on demand, product classifications and implementation.
The agreement comes as manufacturers gather for the Paris Motor Show, where the future of European vehicle production, Chinese competition and industrial policy have become central subjects.
China’s Commerce Ministry has presented the outcome as a negotiated arrangement intended to preserve trading relations, while the European side has emphasised the need to prevent rapidly increasing imports from undermining domestic production.
Chinese carmakers have expanded aggressively in overseas markets as domestic demand has weakened. Chinese passenger vehicle exports rose sharply in September, with manufacturers increasingly targeting Europe, Latin America and Asian markets.
Hybrid vehicles have become particularly important because they offer consumers lower fuel consumption without requiring the same degree of dependence on charging infrastructure as fully electric cars.
This has allowed Chinese brands to compete in market segments where European manufacturers retain substantial established production capacity.
The new quota limits the number of eligible Chinese hybrid vehicles permitted to enter the European market each year. According to details of the import restrictions, shipments exceeding the permitted volume would face restrictions at EU customs.
The mechanism differs from a conventional tariff because imports beyond the ceiling cannot simply enter the market by paying a higher duty. Manufacturers and importers will need to consider both delivery costs and the availability of import allocations.
The measures arrive amid growing pressure on the European automotive industry, which faces high production costs, expensive energy, competition from Chinese manufacturers and the capital requirements of shifting towards electrified transport.
Companies operating in Germany, France, Italy and other established manufacturing centres must fund the development of new vehicles while maintaining existing factories and employment.
Chinese manufacturers benefit from extensive domestic production networks, considerable scale and access to battery manufacturing capacity.
European policymakers have questioned whether competition takes place under equivalent economic conditions, particularly where Chinese producers receive support from state-directed industrial policies.
Beijing rejects allegations that its export performance results principally from unfair state assistance, arguing that Chinese companies have achieved competitiveness through investment, innovation and efficiency.
The quota represents a departure from the assumption that European consumers will necessarily have unrestricted access to the lowest-priced imported vehicles.
Its economic effects will depend partly on whether European manufacturers can use the additional protection to improve productivity and develop more competitive models.
Restrictions on imports do not necessarily reduce the presence of Chinese-owned companies in the European automotive industry.
Several manufacturers are already developing production capacity outside China, including within the European Union. BYD’s investment in Hungary is one example of how Chinese companies can pursue access to European consumers through local manufacturing rather than relying entirely on imported finished vehicles.
The new arrangements could strengthen the commercial incentive to expand such operations.
For European governments, Chinese investment presents a difficult calculation. New factories may create employment, increase industrial activity and preserve automotive supply chains, while also expanding the influence of Chinese manufacturers within Europe’s domestic market.
The economic consequences depend on how much research, component manufacturing, battery production and other high-value activity takes place locally.
A Chinese-owned assembly plant using predominantly imported components would provide different benefits from a fully developed European production network.
The debate is also drawing attention to the position of the United Kingdom, whose automotive industry remains closely integrated with European supply chains despite Brexit.
Executives from Stellantis and Renault have supported including Britain within proposed European industrial protection measures, reflecting the importance of UK manufacturing operations to their broader businesses.
Such an arrangement would raise questions about regulatory alignment, trade preferences and the conditions under which non-EU production could qualify for European industrial support.
British manufacturers also face the challenge of Chinese competition, and decisions taken in Brussels could influence investment strategies across the wider European automotive sector.
The restrictions may offer European manufacturers additional time to adapt, but they do not eliminate the structural challenges confronting the industry.
Energy prices, labour costs, the availability of batteries and the affordability of new vehicles remain important factors in the competitiveness of European production.
Nor will the quota necessarily prevent Chinese firms from gaining market share through investment, partnerships or vehicles manufactured outside China.
The EU’s approach combines restrictions on imports with the possibility of continued Chinese industrial participation inside Europe.
The outcome will depend on whether European manufacturers use the reduced competitive pressure to strengthen their technological and manufacturing position, or whether the restrictions primarily accelerate the relocation of Chinese-owned production into the EU.
Beijing has rebuffed a European Union request to voluntarily cap hybrid car exports to the bloc, raising the prospect of new, steep EU tariffs on Chinese hybrids, which have so far escaped the duties on pure electric vehicles. China has refused to set quotas on its exports of hybrid electric vehicles (HEVs) and plug-in hybrid […]
The post EU weighs safeguard tariffs as China refuses hybrid car limits appeared first on Asia Times.
The negotiations bring together two issues that have divided Paris and Berlin: Germany’s demand for greater flexibility in rules governing combustion-engine vehicles and France’s campaign for stronger “Made in Europe” requirements in EU industrial policy.
Officials involved in the discussions believe a broader Franco-German agreement may now be possible, although differences remain over how European content should be defined and whether products made in countries with EU free-trade agreements should receive similar treatment.
The automotive dispute follows the Commission’s decision in December 2025 to propose significant changes to rules that had originally required a 100 per cent reduction in tailpipe CO₂ emissions from new cars from 2035.
Under the revised automotive package, manufacturers would instead face a 90 per cent tailpipe-emissions reduction requirement from 2035.
The remaining 10 per cent could be compensated through mechanisms linked to low-carbon steel produced in the EU and the use of e-fuels and biofuels.
EU Today reported before the Commission presented the package that pressure from Germany, Italy and European manufacturers was forcing Brussels to reconsider the original 2035 framework.
The subsequent proposal confirmed the shift.
In March, EU Today also examined the Commission’s decision to link low-carbon European steel directly to vehicle-emissions compliance, creating a connection between automotive climate rules and support for Europe’s heavy industry.
Germany has continued to argue for a technology-neutral approach.
Berlin wants legislation to leave scope for combustion engines operating on renewable or low-carbon fuels rather than treating battery-electric vehicles as the only route towards lower emissions.
That position is particularly important for Germany because of the scale of its automotive sector and the large industrial supply chain built around combustion-engine technology.
France’s priority is different.
Paris wants EU industrial policy to ensure that public subsidies and procurement increasingly support products manufactured inside Europe.
The argument centres on the Commission’s Industrial Accelerator Act, proposed in March as part of a wider strategy to strengthen European manufacturing.
The legislation introduces “Made in EU” and low-carbon requirements for public procurement and public support schemes covering strategic sectors including automotive manufacturing, steel, cement and aluminium.
The dispute is over what “European” should mean.
France favours a relatively strict definition focused principally on production inside the EU’s 27 member states.
Germany has advocated what Economy Minister Katherina Reiche has described as a “Made with Europe” approach, under which some products from close trading partners could qualify if those countries provide equivalent market access to European companies.
That could potentially include states such as Norway and Switzerland and partners including Canada.
Spain has been among countries seeking a middle position between the French and German approaches.
The issue matters because modern automotive supply chains do not stop at the EU’s external border.
Battery materials, semiconductors, electric motors and other components can pass through several countries before final assembly, while Britain and Turkey remain deeply integrated into European vehicle production.
The EU-UK relationship is particularly sensitive because stricter rules of origin for electric vehicles are due to apply from 2027.
EU Today previously reported that European and British manufacturers were seeking another delay to those rules because the regional battery supply chain had not developed as quickly as originally expected.
At the same time, the EU is attempting to reduce dependence on Chinese electric vehicles, batteries and critical inputs.
The Commission has committed €1.8 billion to a Battery Booster strategy intended to strengthen the European battery value chain.
European electric-vehicle demand is continuing to grow. A 16-market European survey examined by EU Today showed battery-electric cars taking more than a quarter of new registrations in July, although large differences remain between national markets.
Manufacturers must therefore make investment decisions while several important elements of the regulatory framework remain under negotiation.
Factory conversion, battery plants and new vehicle platforms require investments planned years in advance. The conditions applying after 2030 will directly affect where those investments are made.
A Franco-German understanding would not determine the final EU rules. The European Parliament, Commission and other member states remain part of both legislative negotiations.
It could, however, bridge two of the most important disputes: Germany’s demand for greater technological flexibility in the 2035 vehicle regime and France’s demand that public money be used more directly to support European production.
The negotiations now underway suggest Paris and Berlin are increasingly treating those questions as parts of the same industrial bargain.
The New York Times and the rest of the legacy media are in mourning after President Trump axed Biden's pro-EV fuel economy standards. But real fuel efficiency shouldn't need a mandate, says Dr Tilak Doshi.
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Murad Ali Shah said greater use of electric vehicles would help reduce reliance on imported fuel.
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