Article Type: News

How does the electric vehicle (EV) battery industry overcome a skills gap? Which European markets are performing best after the first half of 2025? And are solid-state batteries finally on the way? Autovista24 special content editor Phil Curry reveals some key updates in The Automotive Update podcast.

In this week’s episode, Autovista24 reports back from the Battery Cells and Systems Expo, which took place in Birmingham, UK. There is also a look at how major carmakers are aiming to roll out potentially game-changing solid-state battery technology. Finally, Chinese carmaker Chery confirms plans for a UK launch.

Skills, cells and gigafactories

This week’s Battery Cells and Systems Expo highlighted a critical challenge facing the growing EV battery industry: the urgent need for specialised skills. With approximately 75% of the current supply chain centred in China, global markets, including the UK, are focusing on developing sovereign capabilities.

Industry experts at the expo, including Tom Spencer of beet Industrial Communications, emphasised that securing the necessary workforce is now a paramount concern.

Tony Harper, of Tony Harper Consultancy Services, noted that while early funding has focused on infrastructure, supporting industry growth without a parallel focus on training is unsustainable.

The Faraday Battery Challenge predicted that the UK’s EV battery sector urgently needs 270,000 jobs filled by 2040. To meet this demand, EVERA Recruitment CEO Steve Doyle suggests tapping into existing industries for transferable skills. He cited examples such as recruiting from the printing or packaging sectors for specific battery manufacturing processes.

European new-car market ups and downs

Autovista24’s coverage of the latest new-car market trends from the big-five nations revealed a mixed picture.

Once again, Spain proved to be the most prosperous at the halfway point in 2025. Between January and June, the country has seen volumes of new cars increase by 13.9%. The UK is the only other market to have achieved year-on-year growth in that six-month period. Like Spain, EVs are driving registrations, and figures are up 3.5%.

In Italy, registrations have fallen 3.6% in the first half of the year. Relative stability has been impacted by a declining internal combustion engine (ICE) sector. Coupled with this, the country’s EV market share is proving stagnant. 

Germany ended the first half of 2025 with a decline of 4.7% in its new-car volumes. While its EV market has flourished, the drop can be attributed to petrol and diesel powertrains.

Finally, France has suffered the worst results of the big five European markets in the first half of 2025. The country’s registration figures are down 7.8% at the halfway stage of the year. All but the hybrid market, made up of full and mild hybrids, have suffered in that timeframe.

Solid-state battery developments 

BYD is researching solid-state batteries, with plans to begin installing a large pilot series in 2027, as reported by Vision Mobility. The company believes the technology could be widespread in EVs from 2030. 

Mercedes-Benz is also planning to roll out solid-state batteries in its vehicles by the end of this decade. The carmaker is currently testing the technology in a modified EQS model, according to Automotive World. 

In a recent interview, Toyota executive vice president, Hiroki Nakajima outlined solid-state batteries could be a game changer in the industry. This is despite numerous logistical hurdles, Driven Car Guide reports. 

‘We are developing all-solid-state batteries with a view to solving these BEV issues in a single stroke. They offer far shorter charging times, higher output for longer range, and greatly improved durability,’ he said. 

Chery bound for the UK

Chinese carmaker Chery has announced plans to launch its own brand in the UK, according to Newspress. The company already sells vehicles in the country through its Omoda and Jaecoo marques.

Chery will launch with two SUV models, the Tiggo 8 and Tiggo 8 CSH, which will be available through a UK-wide dealer network.  

The news comes as the BBC reports one in 10 cars registered in the UK in June came from China. This is aided by the lack of tariffs on Chinese-built BEVs, as seen in the EU.

Residual values (RVs) suffered yet another drop across major European used-car markets in June. But is this trend expected to continue in the second half of the year? Autovista24 journalist Tom Hooker explores the topic with Autovista Group experts.

Average RVs of used cars after 36 months and 60,000km, expressed as a percentage of original list price (%RV), fell again across major European markets in June. Switzerland, Italy, Spain, France, Austria, Germany and the UK all saw values drop year on year, continuing a declining trend.

Used-car values in Austria were down by 2.5pp to 48.8%, as Germany recorded a %RV of 48.2% after a 1.7pp fall. The UK was the most resilient market, dropping by 1pp to 50.5%.

Switzerland suffered the largest fall compared to June 2024, with %RVs dropping by 4.7 percentage points (pp) to 42.8%. Italy also endured a steep decrease, falling by 4.4pp to end the month at 47.9%. %RVs in Spain sat at 55.5% after declining by 3.7pp, while France saw a 3.5pp drop to 52.5%.

Negative European RV outlook?

Unfortunately, this trend is not expected to slow down this year. %RVs are forecast to keep falling over the next three years in all seven of the observed European used-car markets. However, these declines vary across each country.

Italy is predicted to see the largest drop in values out of the seven markets in 2025. Values are expected to drop by 8.2% by the end of the year. In 2026 and 2027, significant declines are also predicted, with %RVs projected to fall by 5.6% and 5% respectively.

Switzerland is also forecast to suffer a significant drop in 2025, with a predicted fall of 4.2%. This is expected to ease over the next two years, with decreases of 1.5% and 0.4% in 2025 and 2026, respectively.

On the other hand, %RVs in Austria are forecast to remain relatively resilient. A 0.2% fall in 2025 is predicted, followed by a 0.7% drop in 2026 and a 0.6% decline in 2027. Spain is expected to see steady values, with a 1.4% decrease forecast this year. This will drop will change marginally to 1.3% in 2026, then 1.2% in 2027.

Rising European list prices

So, what is influencing these negative outlooks? One factor which can impact values is new-car list prices. If this metric rises without an increase in used-car transaction prices, RVs can experience downward pressure. In June, six out of the seven markets saw list prices rise compared to 12 months ago.

The most significant rise was recorded in Austria, which saw this metric grow by 8.4% year on year. Germany and Spain recorded a 6.9% and 6,8% increase in list prices, respectively. France also posted significant growth of 5.5%. List prices in the UK were up by 4.9% and Switzerland recorded a 4.8% rise.

Italy was the only country to see stable list prices compared to one year ago, with this metric falling slightly, by 0.6%.

Falling European supply

Supply levels, measured via the active-market volume index (AMVI), are also putting pressure on RVs. Apart from Italy, where the AMVI improved by 16.1% year on year, all other observed countries endured a decline.

The steepest drop by some distance was recorded in Spain, with used-car adverts down by 45.4% compared to June 2024. Switzerland also suffered a notable AMVI decrease of 10.5%.

France saw supply fall by 8.4% year on year, followed by the UK, which posted a 7% drop. Then came Austria with a 4.8% decline, as used-car supply in Germany decreased by 2%.

Demand grows in Austria

‘The sales-volume index (SVI) in Austria increased in June, after a double-digit drop in May. The number of observed sales increased by 11.9% compared to the previous month and by 7.1% compared to June 2024,’ noted Robert Madas, Autovista Group’s regional head of valuations.

The AMVI of two-to-four-year-old passenger cars remained stable in June compared to May. On the other hand, the supply volume of passenger cars in this age bracket was down by 4.8% compared to the previous year.

The average amount of time needed to sell a used car increased slightly to 68.3 days. Diesel vehicles continued to be the fastest-selling powertrain, taking 59 days to sell on average. This was followed by full hybrids (HEV) at 64.7 days, plug-in hybrids (PHEVs) at 64.9 days and petrol vehicles at 75.7 days. Battery-electric vehicles (BEVs) took the longest amount of time to sell at 84.7 days.

Overall %RVs increased to 48.8% on average last month. This was a 1.5pp increase compared to May but a 2.5pp decrease from June 2024.

HEVs retained the greatest amount of trade value in June at 53.1%, followed by petrol cars at 51.2%. Then came diesel models with 49.3% and PHEVs with 46.1%. BEVs again held the lowest amount of value, at 39.8%.

‘%RVs are expected to decrease in the coming years, but at a slower pace. This is due to weakening demand and unwavering supply. By the end of 2025, %RVs are forecast to decrease by 0.2%. In 2026, a slightly bigger year-on-year drop of 0.7% is also predicted,’ he outlined.

EVs heavily impacted in France

Across the first half of 2025, BEVs and PHEVs have been the most impacted technology in France’s used-car market.

Used-car volume increased slightly in June. However, this was still below pre-COVID-19 levels. Advertising prices have decreased since the beginning of the year. But it still needs to decrease more to help the average days to sell drop.

Petrol %RVs continued to be stable last month, while the quickest sales came from low-cost and small cars. Diesel-powered vehicles remained stable again. This was helped by a lower volume on the new car market, with fleets transitioning to other powertrains, such as HEVs and BEVs.

‘Many new-car buyers in France have transferred from PHEVs to HEVs as the latter technology is cheaper. In turn, this increases volumes on the used car market,’ explained Ludovic Percier, Autovista Group’s senior RV analyst for France.

In June, HEVs recorded a marginal %RV decline, as more expensive vehicles are entering the used-car market. These models do not hold value as well as the first hybrid vehicles. Yet, HEVs were the quickest powertrain to sell this month.

PHEV values were stable in June after a long period of marginal decreases. The technology’s used-car supply is higher than demand. This caused the powertrain to suffer RV declines over the last few months.

‘New PHEV models are now coming with better electric-only ranges and more premium models. This helps to stabilise RVs. List prices on the new-car market remain high, which explains the powertrain’s significant drop in values in the past months,’ he said.

BEVs combat declining RV trend

BEV values increased in June. However, this was because more of the all-electric vehicles sold belonged to the premium sector. These vehicles can retain values comparatively well. However, BEV models took the longest time to sell in June, taking 84.1 days to sell on average, up by 4.3 days on May.

‘BEVs have endured a decreasing RV trend for two years now. In contrast, new-car buyers are willing to pay for BEVs, even if the vehicle is more expensive than internal combustion engine (ICE) models. This is due to tax purposes that benefit companies and employees with company cars,’ highlighted Percier.

However, used-car buyers do not benefit from any similar advantage. So, they are not willing to pay such a high premium compared to ICE vehicles.

Higher driving ranges have helped to maintain RVs but rising prices have had a huge impact on values. Social leasing, Corporate Average Fuel Economy (CAFÉ) regulation and fleet buyers have led to low RVs on this powertrain. However, the situation improved compared to a period when Tesla and BYD operated large discounts on their vehicles.

Germany’s increasing demand

Following a significant decrease in May, Germany’s SVI showed a strong increase in June. Compared to the previous month, this metric was up by 11.8%, and by 3.2% year on year.

‘Meanwhile, the AMVI of two-to-four-year-old passenger cars improved slightly compared to May, with a 4.9% rise. The supply volume of passenger cars in this age bracket dropped by 2% compared to the previous year,’ outlined Madas.

The average number of days needed to sell a used car increased by two days to 60 days in June. Diesel models sold the fastest at 56.2 days, followed by PHEVs at 57.9 days. Then came HEVs at 60.2 days, trailed by petrol cars at 61.6 days, while BEVs took 64.7 days to sell.

The %RVs of 36-month-old cars at 60,000km showed another increase in June. Models held an average %RV of 48.2%. This was a 0.4 percentage point (pp) increase compared to May but a 1.7pp decrease year on year.

Petrol cars led the market with a %RV of 49.9%. Then came diesel cars at 49.1% and HEVs at 49%, followed by PHEVs at 42.9%. BEVs again retained the lowest level of value at 37.1%.

‘Although RVs have stabilised recently, demand remains rather weak. Therefore, RVs can be expected to remain under pressure. In 2025, %RVs are forecast to decrease, down 2.7% when compared with December 2024. Pressure will probably ease in 2026, with RVs forecasted to decline by 1.4%,’ he stated.

RVs drop in Italy

The decline in RVs for three-year-old vehicles continued as expected, down 4.4pp in June compared to one year ago. RVs also suffered a 0.2pp drop compared to May, although this was mostly due to seasonal factors.

There was a slight improvement in the average number of days it takes to sell a used vehicle. Models left the forecourt 1.3 days quicker on average when compared to June 2024.

BEVs saw a significantly steeper RV drop than the overall average, falling by 4.8pp year on year. This trend has remained over the last few months. PHEVs also saw values slump, down by 6.7pp, however, a slight slowdown is beginning to emerge for both technologies.

‘Last month, the year-on-year gap was even wider, so we expect the decline to stabilise by December. BEVs are forecast to endure a drop of 9.9%, while PHEVs are predicted to see RVs fall by 9.1%,’ said Marco Pasquetti, Autovista Group’s head of valuations for Italy.

There are no major surprises from petrol and diesel vehicles, which continue to make up the core of the country’s used car market.

‘In particular, diesel still holds the largest market share and retains residual value better than any other fuel type. This is despite restrictions in many major Italian cities. The fuel type recorded an average RV of 52.4% in June, well above the market average of 47.9%,’ noted Pasquetti.

Although RVs were down across all vehicle types, it’s worth noting that LPG-powered cars were the fastest to sell, taking just over 40 days on average. Furthermore, the powertrain’s top performers sold in under a month.

Switzerland’s stable supply

After a decrease in May, the SVI increased marginally in Switzerland last month. The number of sales observed increased by 4% compared to May. Year-on-year, the SVI was down by 0.9%.

Meanwhile, the AMVI of two-to-four-year-old passenger cars remained almost stable in June compared to the previous month. However, the supply volume of passenger cars in this age bracket slumped by 10.5% compared to the previous year.

Values of 36-month-old cars at 60,000km dropped again in June, as %RVs fell from 43.3% in May to 42.8%. The year-on-year drop was more severe, down 4.7pp from the values recorded 12 months ago.

‘HEVs retained the most value in June by far at 48%. Then came petrol cars at 44.2%, diesel models at 41.8% and PHEVs at 40.3%. BEVs were once again the worst-performing powertrain. All-electric cars held only 36.7% of their original list price after three years and 60,000km,’ outlined Madas.

June saw two-to-four-year-old passenger cars sell slower than in May. These vehicles spent 78 days in stock on average.

‘HEVs sold fastest at 61.2 days, followed by petrol cars at 74.5 days, diesel cars at 77.7 days and BEVs at 89.5 days. Meanwhile, PHEVs needed the most time to sell at 90 days on average,’ he stated.

A trend of relatively stable supply and low demand will continue as various uncertainties shroud 2025. Therefore, %RVs are expected to decrease in the next years, but at a slower pace. By the end of 2025, %RVs are anticipated to decline by 4.2% compared to December 2024. In 2026, a lower year-on-year drop of 1.5% is expected.

The UK’s RV decline

‘The UK used car market remained relatively stable between May and June, with RVs showing only a slight decline,’ commented Jayson Whittington, Autovista Group’s regional head of valuations, UK.

The average three-year-old car retained 50.5% of its original cost-new price. This result marked a modest drop of just 0.3pp from the previous month. The figure was 1pp lower than the same period last year, indicating a subtle year-on-year fall in values.

Retail activity showed signs of improvement, as the SVI increased by 2.7% compared to May. While this uptick is encouraging, it is tempered by sales remaining 18.3% lower than in June of the previous year.

In contrast, the AMVI experienced a slight month-on-month decline of 2.3%. Dealers may be hesitant to increase stock, possibly due to a lack of confidence or limited availability of desirable vehicles. Compared to June 2024, stock levels on dealer forecourts were down by 7%, reinforcing the notion of constrained supply.

The average time it took for a dealer to sell a used car in the UK also improved slightly, decreasing by 0.6 days to an average of 36.9 days.

Seasonal impact incoming

Breaking down RVs by fuel type, petrol vehicles saw a decline of 0.8pp, bringing their average RV to 51.9%. Diesel cars fared slightly better, dropping by 0.3pp to 52.7%. Hybrid vehicles experienced a minor dip of 0.2pp to 54.3%, while PHEVs fell by 0.1pp to 49.1%.

BEVs also saw a 0.3pp fall, with their average RV now sitting at 37.2%. Notably, BEVs have only lost 0.1pp compared to last year, suggesting that their values have begun to stabilise. However, they remain sensitive to fluctuations in supply.

As the summer months approach, the UK used car market typically experiences a seasonal retraction. June reflected this trend, with activity in the wholesale market beginning to soften and hammer prices starting to decline.

‘Whether this signals a cautious approach from dealers or the early signs of weakening retail demand remains to be seen, but it will be important to monitor how these dynamics evolve in the coming weeks,’ Whittington concluded.

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The EU’s new-car market has not seen a good start to 2025, underlined by another registrations drop in February. Autovista24 special content editor Phil Curry assesses the latest figures.

Europe’s new-car market struggled in February, with petrol and diesel registrations the culprit once again. The market saw increased battery-electric vehicle (BEV) and hybrid registrations. But these were not enough to offset major collapses in deliveries of fossil-fuel powertrains.

The latest data from ACEA shows that the EU market fell 3.4% in the month, with 853,670 units delivered. This was a gap of 30,168 units compared to the same period last year.

Changes in regulations

At the start of March, the European Commission submitted its industry action plan. It set out a roadmap to relax the CO₂ emissions regulation timetable on new cars.

Previously, manufacturers were required to reach an average emission level no higher than 93.6g/km across their fleets. Otherwise, they would face fines for each 1g/km over.

Carmakers will now have a period of three years to comply. The average emissions figures between 2025 and 2027 will be taken into account. This means any emissions over the limit can be balanced out in the remaining period.

Before this, some carmakers may have withheld petrol and diesel sales, lowering the number of models available. This would have been countered with a greater availability of hybrid and electric vehicles (EVs), resulting in lower fleet emissions.

Moving forward, carmakers will be wary of not being able to balance out high average fleet emissions in one year. However, they may look to offer a more rounded powertrain range to boost sales and profits.

BEVs buck the decline in registrations

Whether a result of the previous emission regulation or a surge in popularity, the BEV market is currently riding high. During February, the market was up 23.7%, with 131,275 registrations. This was a difference of 25,109 units compared to February 2024, highlighting the improvement of the technology.

In terms of market share, BEVs made up 15.4% of total registrations in the month. This was up 3.4 percentage points (pp) compared to the same month last year.

Across the big four markets, Germany saw the highest volume, with 35,949 registrations, up 30.8%. Spain saw the biggest increase, with 6,112 units equating to year-on-year growth of 60.6%.

Italy’s BEV market grew 38.2% with 6,922 units. Only France saw a decline, down 1.9%, with a volume of 25,335 units. This was still the second-highest total in Europe.

With both Italy and Spain recording low BEV volumes, the market is more balanced than most. Both Belgium and the Netherlands can be considered major markets for the all-electric powertrain. Last month, Belgium saw 13,040 BEV deliveries, up 38.9%. Meanwhile, the Netherlands was up 22.4%, with 10,174 units.

Registrations building back

BEVs struggled in the EU last year. A mix of incentive changes, subsidy cancellations and tariff implementations affected the market. However, the technology has started this year well, with two high double-digit increases in the first two months of 2025.

This means in the year-to-date, BEVs were up 28.4%, with 255,489 units delivered. Three of the four largest EU markets accounted for 46.4% of all BEV registrations, and recorded robust double-digit gains. These included Germany, up 41%, Belgium, up 38%, and the Netherlands, up 25%. This contrasted with France, which saw a slight decline of 1.3%.

BEVs have taken a 15.2% share of the EU new-car market so far in 2025, up from 11.5% at the same point last year. The increase in the year-to-date figures may be due to fluctuations in the BEV market at the start of 2024. This is backed up by the strong result in Germany.

At the end of 2023, the country abruptly stopped its incentive scheme for private buyers. This impacted registration totals at the beginning of last year, which the market is now making up for. With increased uptake in other markets and the potential effects of emission regulations, the EU BEV market is pushing forward.

Hybrids remain popular

Hybrids were the only other powertrain to record growth in February. Made up of full and mild-hybrids, this sector saw 304,062 units registered, an increase of 19% year on year.

The result meant that hybrids once again led the new-car market in the month, with a 35.6% share of deliveries. This was an improvement on the 28.9% hold 12 months ago. At this point the technology was closing in on the once market-leading petrol powertrain.

Across the first two months of the year, hybrids improved their volume by 18.7%. A total of 594,059 units have been registered. This is nearly 100,000 more than in the same period last year. Their share of 35.2% of the market was up by 6.4pp.

Meanwhile, plug-in hybrids (PHEVs) suffered a minor decline in February. Figures were down by 1.4%, with 63,570 deliveries to customers. However, due to fluctuations elsewhere in the market, the powertrain’s share grew by 0.1pp, to 7.4%.

PHEVs have had a tricky start to the year, seemingly being bypassed by drivers in favour of hybrids or BEVs. The technology was 5% down across the first two months of 2025, with 124,947 registrations. This gave it a 7.4% hold of the total market, a drop of 0.2pp.

Electrified market dominates

These individual results combine to show that the EU market is moving further towards an electrified future.

The EV market, made up of BEVs and PHEVs, grew 14.2% last month, hampered slightly by the plug-in hybrid decline. 22.8% of all models delivered in February were plug-ins, as the sector edges towards a quarter of the market. This was up from 19.3% recorded in the same month last year.

Between January and February, EVs were up 15.1%, again thanks to the strong performance of BEVs. Their combined market share of 22.6% was up from 19% at the same point in 2024.

Adding hybrids into the mix, electrified models dominated the EU new-car market. In February, the market share increased by 10.2pp, to 58.4%. The grouping saw registrations grow by 17.1% in February, equating to 72,823 more electrified model deliveries.

In the year to date, the result was similar. Electrified vehicles lead with a 57.8% market share. This was up by 10pp year on year, while registration totals improved by 17.3%. This equates to an increase of 143,667 units compared to the same point in 2024.

ICE slide continues

While electrified models fly high, internal-combustion engines (ICEs) have pulled the overall EU registration figures into decline.

Petrol registrations in February plummeted 22.4% year on year. A total of 244,073 units were delivered to customers in the month, equating to a market share of 28.6%. This was a drop of 7pp compared to the same period last year.

Meanwhile, diesel registrations fell 28.8%, to 80,569 units. This meant the powertrain took a 9.4% hold of total figures, down from 12.8% last year.

Over the first two months of 2025, petrol registrations fell by 20.5%, with 489,838 units. The fuel type’s market share of 29.1% was down from 35.5% in the same period last year. Diesel was down by 28%, with 163,452 registrations. It made up 9.7% of the market, down 3.4pp.

Combined, the ICE market fell 24.1% in February. Its year-on-year deficit of 102,988 deliveries could not be plugged by electrified models, leading to the EU market’s overall decline. The powertrain grouping captured 38% of overall volumes, a decline of 10.4pp year on year.

The same situation occurred in the year to date. ICE registrations fell 22.5%, with a gap of 189,720 units. This was too large to be bridged by electrified registrations. So, the EU market ended the period with a total loss of 51,458 deliveries.

Petrol and diesel models accounted for 38.8% of new-car volumes across the first two months of 2025. This was a significant distance from the 48.5% recorded in the same period last year.

Whether the changes to emissions rules will help ICE registrations remains to be seen. However, the market has been in decline for some time. This suggests that the EU’s shift towards electrification is caused by the changing attitudes of buyers and overall model range options.

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The global electric vehicle (EV) market recorded double-digit growth across 2024, but which carmakers sold the most plug-in models? Autovista24 editor Tom Geggus reviews the powertrain and brand performances.

Combined, registrations of battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs) reached over 17.29 million units in 2024. This meant the global EV market grew by 26.1% compared with 2023.

The latest data from EV Volumes shows that BEVs recorded a greater volume of deliveries than PHEVs in 2024. The former saw registrations reach 10.8 million units, while the latter reached 6.49 million units.

While both powertrains recorded growth across the year, PHEV registrations remained in the double-digit range. This ensured that the overall EV market remained positive throughout 2024. February was the market’s lowest point with growth dropping to 1.2%.

One major motivating factor for the dramatic fluctuation in growth between January and February was the Chinese market. While the country has seen demand for EVs accelerate, the Chinese New Year impacted deliveries in February. The market went on to recover across the rest of the year, with December recording growth of 26.1%.

At 62.5%, BEVs commanded the greatest share of the global EV market across 2024, while PHEVs made up 37.5%. Although this was a sizeable difference, plug-in hybrids made a gain on 2023 when they held a market share of 30.7%. The powertrain enjoyed increasing demand in China, as well as more consumers choosing the bridging technology globally.

BYD’s global EV success

BYD led the global EV market in 2024. Its combined deliveries of BEVs and PHEVs reached over 3.84 million units, up 33.6% year on year. This meant it counted for 22.2% of all EV sales across the world, up by 1.2 percentage points (pp) from 2023.

Tesla came second with half of the deliveries and market share of BYD. However, while the Chinese carmaker manufactures both BEVs and PHEVs, the US brand produces only all-electric cars.

Tesla sold 1.78 million units in 2024, down by 1.2% year on year, as global competition heated up. This saw the brand claim a market share of 10.3%, down from 13.2% in 2023.

In third place, Wuling was considerably behind the top two, with 688,415 deliveries. This equated to a 44.7% increase from the 475,801 registrations recorded in 2023. Wuling made up 4% of all EV sales, up 0.5%.

European shares slip

In fourth, BMW sold 535,586 plug-in vehicles, up 7.1% year on year. While it was the leading European brand, it made up just 3.1% of the global EV market, down 0.5pp.

Li Auto finished the year in fifth, as its EV sales jumped by 40% to 526,353 units. Its market share went from 2.7% in 2023 to 3% in 2024. In sixth, Geely also took a 2.7% market share, up 1.2pp. Its plug-in deliveries reached 458,473 units from 208,342 in the previous year.

Meanwhile, Volkswagen (VW) saw its EV sales and its market share fall as it took seventh. The brand’s deliveries dropped 5.8% year on year to 454,631. This meant the German carmaker’s share slipped 0.9pp to 2.6%. Taking eighth, Aito’s market share climbed by a considerable 1.5pp to 2.2%. Its sales volume increased by 290.1% to 386,817 units.

In ninth, Mercedes-Benz saw its global EV deliveries increase by a marginal 0.2% to 374,311 units. This meant it commanded 2.2% of the market, down from 2.7% in 2023. In 10^th, Aion’s sales dropped by 22.6% to 373,906 sales. The Chinese brand’s market share fell 1.3pp to 2.2%.

December’s global brand ranking

Leading the global EV market in December, BYD’s deliveries increased by 31% to 421,290 units. This meant it made up 21.4% of all plug-in registrations, up from 20.6% in December 2023.

Tesla ended the month in second, some distance behind with a market share of 10.3%, down 2.3pp. However, its deliveries did increase by 3.2% to 201,971 units. In third, Wuling’s market share increased by 0.5pp to 5%. The brand recorded 98,040 EV sales, up 40.2% year on year.

In fourth, Geely recorded registrations growth of 176.1% in December, as it delivered 70,111 units. The brand represented 3.6% of the market, up 2pp. Fifth-place Li Auto saw sales climb 19.9% to 60,359 EVs. However, its market share fell marginally to 3.1% from 3.2% a year earlier.

In sixth, BMW’s EV registrations shrank by 10.1% in December to 53,444 units. This meant it accounted for 2.7% of all plug-in deliveries, down from 3.8% in December 2023. Chery climbed to seventh as its share reached 2.6%, up 1.5pp. This was thanks to a 204.5% year-on-year increase with 50,291 units.

VW slipped to eighth as its EV registrations dipped by 12.3% to 45,655 units. Accordingly, its market share slipped by 1pp to 2.3%. Then came Leapmotor in ninth, as its sales increased by 47.9% to 41,353 units. This meant its share climbed 0.3pp to 2.1%.

Finally, Xpeng finished the month in 10^th place. Its sales soared by 85.7% to 37,330 units, pushing its share up to 1.9% from 1.3% in December 2023.

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For decades, how quickly a car could go from 0 to 60mph (100kph) has provided an important indicator of desirability. But is this statistic still relevant in an increasingly electrified and varied automotive landscape? James Roberts, Autovista24 web editor, investigates.

Precise data and statistics are central to the automotive industry. When marketing a new vehicle, many carmakers highlight key metrics that help promote performance, economy, and durability. One long-standing measurement is focused on acceleration. More specifically, the 0-60mph metric.

The time it takes for a vehicle to reach 60mph from standstill, has long been recognised as a standard measure of linear acceleration. While only demonstrating one element of performance, it has proved enduring and evocative.

Whether a battery-electric vehicle (BEV) or internal-combustion engine (ICE) vehicle, manufacturers still include 0-60mph times when marketing new models. This is particularly true for higher-performance cars. Alongside power, top speed and range or fuel consumption, acceleration remains key to driving interest.

Subsequently, this statistic is a staple of vehicle-centred discussions and comparisons. However, is this metric truly indicative of a vehicle’s overall performance? In the era of fast-accelerating BEVs, combined with an increased consumer emphasis on range and energy consumption, is a low 0-60mph time still important?

Why is 0-60 important?

A quick 0-60mph time can serve as a status symbol. Behind the wheel, it represents the vehicle’s capabilities and the affinity for performance. However, it can also be seen as something that looks good on paper but is rarely fully exploited in the real world.

To accurately measure a vehicle’s 0-60mph time, specialised equipment and controlled conditions are essential. Both professional publications and carmakers typically conduct these tests at dedicated facilities. This includes bespoke automotive testing tracks or closed airport runways. 

Generally, multiple acceleration runs are performed in opposite directions. This is to account for potential environmental factors like wind or road surface variations. Some testers combine a timed 0-60mph figure with a quarter-mile timed run.

‘Like many automotive performance statistics, a car’s 0-60mph figure is one that is typically only achievable under perfect conditions and with an experienced driver,’ stated Autovista Group senior residual value analyst Robert Redman.

‘In day-to-day motoring, it can only really be attempted on odd occasions, such as when leaving the front of the queue at traffic lights. At best, that achieves very little, and at worst, can result in serious damage to the car’s drivetrain,’ he added. 

BEVs rewrite the 0-60 rules

Over a decade ago, when BEVs were a niche luxury product, acceleration was a key selling point. Early BEVs like the 2008 Tesla Roadster, could go from 0-60mph in under two seconds.

However, such vehicles were limited in range and practicality. To justify their premium price tag, manufacturers focused on showcasing their impressive acceleration. 

This shift has significantly altered performance benchmarks and cascaded down into everyday BEVs currently on the market. Mid-range family cars now possess the acceleration capabilities of high-performance ICE models. Some even match the performance of these cars in terms of 0-60mph times. 

‘Sure, the ability to launch a family sedan like a Lamborghini is amusing initially,’ Redman said. ‘However, the reality is that most roads are filled with slower traffic. This increases the risk of accidents.

‘Moreover, the silent acceleration of BEVs lacks the visceral thrill associated with high-performance internal combustion engines. A similar stunt in a petrol or diesel car would likely draw criticism, with other drivers labelling it as showboating or irresponsible,’ he added.

What makes BEVs so quick?

The BEV powertrain is more simple, with fewer moving parts compared to ICE vehicles. This streamlined design reduces energy losses, allowing for more efficient power delivery to the wheels.

Electric motors found in BEVs produce maximum torque from a standstill. This means they deliver full power immediately without a need to climb through a ratio of gears as is the case with ICE vehicles. This allows for smoother and quicker acceleration.

While acceleration metrics have historically been a significant marketing tool, particularly for BEVs, their relevance may diminish over time. As electric technology advances and battery capacities increase, the focus may shift from raw acceleration figures to other factors such as range, charging speed, and overall efficiency. 

Range beats acceleration

While impressive acceleration can still excite consumers and differentiate products, it is likely to become less of a defining factor. As BEVs become more commonplace and their performance capabilities considered standard, their relatively rapid acceleration will become the norm.

‘In the past, BEVs primarily differentiated themselves through their notable acceleration,’ commented Autovista Group’s chief economist Dr Christof Engelskirchen. ‘While this remains a significant advantage, the focus is shifting towards a more balanced performance profile. Linear acceleration, a characteristic unique to BEVs, continues to captivate, but factors like range and charging infrastructure are gaining equal importance.’

‘The enhanced performance that comes with BEVs is nice to have,’ stated Redman. ‘Undoubtedly, some will choose the faster variant when purchasing a vehicle. However, that acceleration potential often comes with a reduction in the all-important range, especially if it is used too often.’

Today, reaching a speed above 100mph is achievable for the majority of new cars. Alongside this, a sub-10 second 0-60mph time is nothing unusual. In that respect, this benchmark has lost some of its relevance. 

Changing attitudes

According to Redman, many motorists are less attracted by the allure of a quick 0-60 time. Instead, mid-range acceleration is more important in real-world conditions. Getting from 20mph to 40mph, or 30mph to 50mph, is essential for executing safe overtaking and accelerating out of corners.

‘For knowledgeable drivers, this is more important than the standing start time as it is utilised many times during a drive,’ confirms Redman. ‘That is one reason why such drivers will choose a large-capacity diesel over a petrol equivalent, as the former will often provide a much greater amount of mid-range torque. The 0-60mph time is also not an indication of a car’s overall driving experience. A dragster may have a blistering 0-60mph time, but try driving it through a winding mountain road.’

For BEVs, range is key. For prospective buyers, particularly those in sectors where tax benefits are not applicable, range remains critical. This is especially true for individuals who lack home charging options and rely on public or workplace infrastructure. Practicality, including sufficient boot space, is also a significant consideration for many. 

According to Engelskirchen, as BEV development continues, priorities from both OEMs and consumers will continue to shift. This could see the importance of the once headline-grabbing 0-60mph figure slipping further down buyers’ list of priorities.

‘As BEVs mature and enter the mass market, the focus is shifting from peak performance to practical range,’ confirmed Engelskirchen. ‘Optimising factors such as battery efficiency, energy management, and aerodynamic design will be key to extending range, without compromising vehicle weight or cost. 

‘While advancements in battery technology are promising, a comprehensive approach to vehicle engineering will be necessary to deliver affordable, long-range electric vehicles,’ he concluded.

This content is brought to you by Autovista24.