Sales of electric trucks1 continued to grow for the fifth consecutive year in 2025, exceeding 400 000 for the first time and doubling compared to the previous year. Globally, electric trucks reached 9% of all truck sales in 2025, surpassing the EV sales share for buses and light commercial vehicles.

In particular, the electric heavy freight truck (HFT) segment expanded significantly: sales of electric HFTs almost tripled year-on-year, from around 84 000 in 2024 to a record high of 230 000 in 20252. Sales of electric medium freight trucks (MFTs) grew more slowly, but still increased 65% year-on-year to reach 210 000 in 2025. The share of electric trucks within total HFT sales reached 9%, having accelerated from just over 3% in 2024, while electric MFT sales also reached 9%, increasing from 6% of sales in 2024.

Battery electric trucks accounted for nearly all – 97% – of electric truck sales globally in 2025. This is partly because battery electric truck models far outnumber plug-in hybrid electric truck models, and because battery electric trucks tend to be more cost-competitive.

One in four trucks sold in China in 2025 was electric

The majority of global electric truck sales growth in 2025 came from China, where sales more than doubled in 2025, just as in 2024. In 2025, sales of electric trucks surpassed 400 000, meaning China accounted for over 90% of global sales.

One in four trucks sold in China in 2025 was electric, as momentum continued to build thanks to operational cost advantages as well as declining battery costs. As highlighted in the Global EV Outlook 2025, battery electric HFTs in China have already reached total cost of ownership (TCO) parity with diesel trucks in certain cases after 5 years of ownership. Strong policy measures from the government further incentivised growth: the renewed scrappage scheme offered owners up to around USD 20 000 to replace older trucks (i.e. trucks compliant with China IV emissions standards or earlier pollutant emissions standards) with cleaner trucks – either new energy vehicles or conventional trucks that meet China VI emissions standards. The subsidy is sufficient to cover around 20-50% of the average electric truck price premium in China. Decarbonisation targets for heavy industry have also strongly supported the switch to electric trucks, especially in the steel and cement sectors. In addition, Stage 4 heavy-duty vehicle (HDV) fuel consumption standards came into effect in July 2025, requiring a 12-16% improvement compared to Stage 3 by including stricter fuel consumption limits, adjusting the testing procedure and expanding coverage.

Sales of electric HFTs in China reached an impressive 28% of total HFT sales in 2025, up from 13% in 2024. exceeded 50%In December 2025, the EV sales share reached around 50% for the first time, reflecting an end-of-year surge in sales as fleet purchasers anticipated that the scrappage scheme may come to an end3. Electric MFT sales also benefited from the same support schemes and reached a 24% sales share in 2025, up from 16% in 2024. Sales have continued to grow across the first quarter of 2026, with electric truck sales up more than 20% year-on-year.

The impressive growth in electric truck sales has been mainly concentrated in certain applications. Many of the electric trucks deployed in China are used on short, predictable routes related to activities surrounding ports, mining areas and steel production, or are utility vehicles. Trucks travelling along predictable routes, particularly within industrial hubs, are also well-suited to the growing truck battery-swapping operations in China. Battery swap-capable trucks accounted for around 15% of China’s electric truck sales in 2025.

Electric truck sales grew strongly in Europe and North America but momentum remained weak elsewhere

In 2025, electric truck (MFT and HFT) sales in Europe increased by 40% year-on-year, reaching nearly 17 000 and accounting for 3% of all truck sales in the region. At the end of 2025, electric HFTs accounted for a sales share of around 1.5% in Europe, up from 1% in 2024, while the share of electric MFTs increased from 5% to 7% over the same period.

Sales growth was supported by EU policy, most notably the HDV CO2 standards coming into effect in 2025. These target a 15% emissions reduction for HDVs compared to 2019. The European Union has also encouraged the shift to zero‑emission logistics by proposing to extend the road toll exemption for battery electric and fuel cell trucks (and buses) that has been in place since 2022, and through the proposed Eurovignette Directive to ensure a consistent application of CO2-based charging rules.

In Germany, Europe’s biggest electric truck market, sales increased from 3 400 in 2024 to 4 400 in 2025 (nearly 30% year-on-year growth). The country also approved EUR 1.6 billion in funding for electric truck charging to support the electrification of trucks, alongside road toll exemptions for battery electric and fuel cell trucks. Logistics giant DHL, which is headquartered in Germany, announced in 2025 its aim to electrify 66% of its last-mile fleet by 2030, with Germany being the primary focus for deployment.

The United Kingdom led growth in Europe’s electric truck sales in 2025, recording growth of more than 55%, with sales topping 3 000. In France, sales increased more than 15%, reaching 1 900 in 2025, while in Sweden, sales reached 1 000 trucks, more than doubling year-on-year. This was supported by Sweden’s national charging infrastructure programme for logistics. In Austria, a government subsidy covering 80% of additional investment costs for electric trucks has supported a nearly fivefold rise in sales since the policy was first introduced in 2023.

Sales in the United States increased 25% to 17 000 in 2025, despite slowing policy momentum. California’s Advanced Clean Trucks regulation, which set zero-emissions truck sales requirements, was revoked. In addition, the US Environmental Protection Agency repealed all GHG emission standards, which had previously regulated improvements for medium- and heavy-duty vehicles. The upward revision for electric truck sales in the United States compared to the previous editions of the Global EV Outlook is mainly as a result of the inclusion of Rivian delivery vans (with a gross vehicle weight of over 3.5 tonnes) in the MFT segment. Driven by its partnership with Amazon, Rivian sold nearly 10 000 electric MFTs in 2025. As such, over 95% of electric truck sales in the United States in 2025 were MFTs. Electric truck sales also increased in Canada, by 35%, reaching 2 700 electric trucks in 2025. North America saw a 25% increase in electric truck sales compared to 2024, ending 2025 with 20 000 sales. This is supported by strong model availability, particularly for battery electric MFTs.

In the rest of the world, electric truck sales dropped in 2025, falling by 15% to 1 900 and reversing several years of growth – sales had increased by 50% in 2023 and more than 75% in 2024. The drop in sales at the global level was despite India’s electric truck registrations increasing from 200 in 2024 to around 800 units.

Nevertheless, the purchase price of electric trucks remains two to three times higher than of diesel trucks. This presents a barrier to uptake, especially for smaller fleet operators, even when the TCO is favourable. Purchase subsidies, leasing mechanisms, CO2-charting road tolls, financial support mechanisms across the electric truck supply chain, concessional finance and government-backed credit, asset utilisation and residual value guarantees can help increase adoption in nascent electric truck markets. Policy measures could also address the payload limitations of electric trucks that result from their large batteries and can limit their cargo capacity. In some cases, this limitation may require additional vehicle movements, hence increasing the costs, particularly for low-volume and high-weight freight. It has been estimated that by relaxing weight limits by 2 tonnes, battery electric trucks in India may reach TCO parity with diesel alternatives 2 to 3 years sooner. The European Union is considering a further increase in weight and length limits for zero-emissions trucks, which already benefit from an additional 2 tonne allowance. However, excessively heavy vehicle weights and large truck dimensions pose the risk of damage to infrastructure.

There is currently no harmonised regulatory regime for measuring the actual range of electric HDVs across different countries and regions. Nonetheless, the average self-declared range of battery electric HDV4 models has increased by more than 10% since 2020. Further progress may have been hindered by the fact that increasing the battery size in electric trucks can be limited by payload economics in some cases.

Today, the average range of available battery electric bus models has reached 360 km – around 15% more than in 2020. This range is already sufficient to cover the mileage needs of urban buses, that drive on average 150-300 km per day. However, few battery electric bus models available today can cover the range needs of intercity buses, which can reach up to 800 km per day. King Long already offers electric intercity buses that have 650 km range. In 2025, Volvo unveiled an electric bus chassis that enables ranges of up to 700 km, nearing the upper-limit range requirements for today’s conventional intercity buses. The range of launched models is also influenced by developments in charging infrastructure and charging times, as well as by the share of battery-swap-capable trucks. On average, the driving range of a battery electric bus on a single charge is around 35% higher than that of an MFT, and around 20% higher than an HFT.

In 2025, the average self-declared range of available battery electric MFT models reached 270 km, while that of HFT models neared the 310 km mark. This represents an increase of around 20% and 5%, respectively, since 2020, and announcements made by large original equipment manufacturers (OEMs) are indicating that they are targeting further range growth in the coming years. Volvo has announced the launch of an electric HFT with 600 km range in the second quarter of 2026, while Renault recently unveiled an electric truck model capable of the same driving range. China’s Sany already offers an electric HFT model that is able to drive for over 800 km on a single charge, and Tesla claims it will start deliveries of an 800 km-capable semi-trailer truck in 2026. These ranges already respond to many long-haul drivers’ daily needs, which average 400-1 000 km. For MFTs, 25 battery electric models, representing more than 10% of all battery electric MFT models – mostly by Chinese OEMs – already offer at least 400 km driving range from a single charge.

Over the past few years, China has seen a rapid rise in both battery electric and liquefied natural gas (LNG)-fuelled heavy-duty trucks, driven by relatively low fuel prices, truck scrappage programmes, tightening emissions regulations and expanding fuelling and charging infrastructure. Today, the country is home to both the world’s largest electric truck fleet and the largest gas-powered truck fleet, each at over 1 million.

Fuel costs have been the primary driver of this trend, particularly when comparing diesel and LNG powertrains. Diesel prices in China increased by 35% from 2020 to 2022, and have levelled off at around 25% higher than 2020 prices in the past few years. As a result, commercial fleet operators have increasingly sought lower-cost alternatives.

LNG trucks typically cost more upfront than diesel trucks, due to the additional cost for the cryogenic storage system, but lower fuel prices can quickly offset this premium. In recent years, LNG prices at refuelling stations have generally ranged around USD 4-5 per kilogramme. Assuming an annual mileage of 100 000 km, operating an LNG truck rather than a diesel truck could save more than USD 13 000 per year for truck operators. These operational costs give LNG trucks an advantage over diesel equivalents on a TCO basis. However, this advantage is highly dependent on the relative price of natural gas to diesel, and LNG truck sales in China have historically been very sensitive to gas price volatility.

Battery electric trucks come with an even higher upfront price premium than LNG trucks when compared to diesel internal combustion engine (ICE) trucks, but their higher energy efficiency also means that operational costs are even lower. Battery electric HFTs show a similar TCO to LNG versions, both offering a more than 10% TCO reduction compared to a diesel truck. Supported by expanding charging infrastructure (including battery-swap stations for trucks), electric truck sales have accelerated sharply in recent years and now rival LNG truck sales. In 2025, for the first time, electric truck sales outnumbered sales of LNG trucks in China, capturing over 25% of the truck market compared to an unchanged 15% share for natural-gas-powered equivalents.

Sales of electric buses reached almost 70 000 globally in 2025, growing 12% year-on-year. This trend was also supported by the expansion of depot charging infrastructure, which is a crucial enabler of the operation and scalability of electric buses. Battery electric powertrains continue to dominate new electric bus sales, representing 98% of electric buses sold worldwide last year. This has been largely driven by cities, through national and local procurement mandates, as well as public subsidies at both federal and provincial level, which support bus electrification as a way to reduce local emissions. In the European Union, sales continued to increase, supported by the Clean Vehicles Directive targets for zero-emissions buses for 2025. In the People’s Republic of China (hereafter, “China”), the government has focused on city bus electrification for more than a decade to help develop the domestic electric vehicle (EV) industry and reduce pollution in cities. Declining battery costs and growth in the number of battery electric bus models available have also supported the transition, as the range of many battery electric bus models is already sufficient to cover the predictable routes of city buses.

Although China again accounted for most global electric bus sales in 2025, its share of global sales has gradually declined from nearly 100% in 2018 to around 60% in 2025, as uptake has grown more quickly in other regions. Electric buses have been a target of China’s industrial development policies, which has resulted in the build-up of strong domestic manufacturing capacity with greater economies of scale than in other countries. Overall, electric buses represented more than 60% of total bus sales in the country, while sales of city buses were nearly 100% electric. By contrast, the coach segment, used for intercity transport, is more difficult to electrify, and has been slower to switch. Zero-emissions vehicles represented around 10% of coach sales in China in 2025, less than 3 percentage points higher than in 2024. The relatively low uptake of electric intercity coaches continues to bring down the overall electric bus sales share.

Europe has been the world’s second-largest electric bus market for the past decade, though sales volumes remain well below those in China. In 2025, sales totalled more than 12 000, 28% higher than in 2024. The share of electric buses in new bus sales exceeded 12% in 2025. The share is even higher for city buses: battery electric city buses reached a share of over 55% in 2025 in the European Union, up from around 45% the previous year. Several European countries recorded particularly high adoption rates in 2025. Electric buses accounted for more than 60% of new bus sales in Norway, around 30% in the United Kingdom, and over 25% in Germany. This has been supported by sustained policy measures. In the United Kingdom, for example, GBP 143 million (USD 180 million) was allocated under the second round of the Zero Emission Bus Regional Areas (ZEBRA) programme, which together with the first round has supported the deployment of nearly 2 300 new electric buses over the 2021-25 period – about 30% of the current UK electric bus stock. However, in Ireland and the Netherlands, the rollout has faced operational challenges, including delays in vehicle deliveries and charging infrastructure deployment, occasionally leading to temporary reliance on diesel fleets.

India remained the third-largest electric bus market for the second year in a row, as electric bus sales surpassed 4 000 for the first time in 2025. This increase was supported by the government’s large-scale procurement programmes, including the PM E-DRIVE scheme, which aims to deploy up to 14 000 electric buses nationwide between 2024 and 2026, and the PM-eBus SEWA, which supports the deployment of more than 38 000 electric buses through a payment security mechanism offered to operators.

Latin America stood out in 2025, as electric bus sales more than tripled year-on-year to exceed 3 000, overtaking sales in the United States. Nearly 2 000 electric buses were sold in Chile alone, representing more than 1 in 5 buses sold in the country in 2025. Santiago is now home to the largest electric bus fleet of any city outside of China, supporting Chile’s long-term electrification targets. Brazil recorded around 850 electric bus sales in 2025, albeit only reaching a sales share of just over 2%. Growth has been supported by Novo Pac programme, which earmarked BRL 10.6 billion Brazilian reals (USD 1.8 billion) for the procurement of electric buses and rail vehicles across 98 cities. The expansion in electric bus sales in the region, led primarily by Chile and Brazil, was responsible for 30% of the growth in global electric bus sales.

Sales across Latin America are expected to continue to grow. Argentina, for example, is also accelerating the electrification of public transport, with a regulation requiring all newly procured buses to be electric or powered by compressed natural gas (CNG) starting in 2027. The country already has an extensive CNG refuelling network. In Buenos Aires, electric buses are being promoted through procurement plans and infrastructure deployment. In addition, Colombia is emerging as a regional leader in electric bus assembly, through partnerships with international manufacturers such as BYD and Hino.

Meanwhile, electric bus sales in the United States fell 40% in 2025 compared to 2024. Although the US Federal Transit Administration announced USD 2 billion in funding for bus projects, including through the Low or No Emission Grant Program, none of the 165 selected projects included electric bus purchases or charging infrastructure installation, instead favouring natural gas buses and infrastructure.

Despite growing demand, the total number of battery electric heavy-duty models available worldwide increased by only 6 models in 2025 (or 1%), resulting in global model availability remaining around 800. This represents the lowest number of model increases since 2018. Fewer than 20 new models were introduced in 2025 – a 90% drop year-on-year, compared to an increase of around 75% for battery electric car models, at the same time as some models were discontinued. More than 130 models were discontinued worldwide in the 2024-25 period. Two-thirds of these discontinued models were from Chinese manufacturers, some a result of consolidation or rebranding. Despite this, the total number of models available in China has increased by almost 50 since 2023, and all Chinese manufacturers that offered models in 2023 either increased or maintained their model availability through 2025.

The remaining model cancellations in the 2024-25 period occurred mainly in the United States, Canada and Europe, where multiple smaller start-ups filed for bankruptcy amid sluggish sales and the need for substantial upfront investments. In late 2024, both Canadian electric HDV manufacturer Lion Electric and German heavy-duty zero-emissions vehicle manufacturer Quantron filed for bankruptcy, discontinuing 19 battery electric HDV models between them. Sweden-founded Volta Trucks filed for bankruptcy for the second time in 2025, as did US-based Nikola Corporation in early 2025.

The market with the most battery electric models available is China, with almost 450 – half of which are buses, whose uptake is supported by subsidies. Chinese automakers are also expanding battery electric HDV model availability in emerging markets and developing economies (EMDEs), particularly for buses. There are now ten Chinese OEMs selling battery electric HDVs in Africa and Latin America. With recent entries by Shudu and King Long, alongside more established OEMs such as BYD (which has been selling electric HDVs in Brazil for over a decade), a total of 20 models by Chinese OEMs were on offer in these economies in 2025. Available models from OEMs based in EMDEs have also increased steadily over the years, reaching more than 25 in 2025, with India’s automakers offering the largest number of models.

Europe has nearly 150 models available, with a balanced mix of buses and trucks. Major European bus and truck manufacturers IVECO and MAN released new models in 2025. North American OEMs have more than 130 models in their line-ups, down from a high of 180 in 2022. This decline in available models followed the acquisition of SEA Electric in 2024, which shifted its focus to providing propulsion systems to other OEMs. The majority of models available in the United States and Canada are medium freight trucks, which typically have shorter and more predictable routes that are suitable for battery-powered models. Costs, weight and charging infrastructure requirements are also often easier to manage for smaller electric freight trucks. This is reflected in US price trends – while smaller electric trucks are becoming more affordable, heavy freight models have seen price increases since 2020. Five more battery electric medium freight truck models became available in North America in 2025, more than any other segment in a major market, with Harbinger accounting for most of the new models.

Although the number of battery electric HDV (medium and heavy freight trucks and buses) models available in China is more than three times higher than in North America, there are more OEMs making battery electric HDVs headquartered in North America than in China. Almost one-third of the 150 battery electric HDV manufacturers worldwide in 2025 were headquartered in North America. However, many of these are smaller start-ups, offering on average just three battery electric HDV models. In comparison, China is home to 40 OEMs making battery electric HDVs, and there has been almost no increase in the number of companies since 2022, indicating greater market maturity, growing consolidation and barriers to entry due to competition. The gradual increase in the average number of models offered by OEMs headquartered in Europe could also indicate similar trends.

The number of OEMs making electric HDVs headquartered in EMDEs including India and countries in South America and Africa has grown steadily, expanding the number of models available. Globally, the average number of models per OEM has increased steadily since 2020 to more than 5 in 2025.

Two- and three-wheelers (2/3Ws)5 remained the most electrified road transport segment in 2025, with about 10% of the global fleet now electric. Sales of electric 2/3Ws increased almost 15% to reach 11 million globally in 2025, representing around 15% of total 2/3W sales. The modest rise in sales share (1 percentage point higher than in 2024) reflects diverging trends in major markets: Despite sales in China recovering only to levels similar to those observed in 2023, and sales in India increasing less than in 2024, robust momentum in Viet Nam and Türkiye underpinned global growth. China, Türkiye, India and Viet Nam together accounted for 95% of electric 2/3W sales worldwide. The number of electric 2Ws sold is almost eight times as big as that of electric 3Ws, but the sales share of electric 3Ws reached more than 25%, almost double that of electric 2Ws.

Sales of electric 2Ws increased to almost 10 million in 2025, growing 15% year-on-year and reaching a share of around 14% of 2W sales globally.

The world’s largest market for electric 2Ws today is China, where sales reached more than 7 million in 2025, with a sales share of over 55%. There was a 10% increase in sales in 2025, contrasting with the previous decline underway since 2021 following a shift in electric 2W adoption patterns. Strong growth in low-speed electric bicycle sales, supported by trade-in schemes, together with a transition by domestic 2W manufacturers away from high-volume production towards powerful internal combustion engine (ICE) models for recreational use, have slowed momentum in electric 2W sales.

India remains the second-largest electric 2W market, despite sluggish sales in 2025. Sales of electric 2Ws grew by 5% to reach less than 1.3 million, representing around 6% of total 2W sales in the country. Several factors may have contributed to the slowdown in growth compared to previous years. Policy support in the form of the PM Electric Drive Revolution in Innovative Vehicle Enhancement (PM E-DRIVE), introduced in late 2024 and extended to 2028 to replace previously existing financial support schemes, did not provide sufficient impetus for the growth of past years to continue in 2025. Under the previous FAME-II scheme, electric 2Ws could receive USD 170/kWh and up to 40% of the vehicle cost. In contrast, under the PM E-DRIVE scheme this was reduced to USD 57/kWh, capped at USD 115 per vehicle for fiscal year 2024-2025 and to less than USD 30/kWh capped at USD 57 per vehicle for fiscal year 2025-2026. Moreover, the new scheme introduced local content requirements that are costly for some OEMs to meet, which in turn has reduced the number of models eligible for subsidies compared with previous schemes. In addition, the September 2025 reform of the Goods and Services Tax (GST) reduced the tax rate for low-displacement ICE 2W models, while leaving the rate for electric models unchanged, weakening their purchase price competitiveness.

The market for electric 2Ws in Southeast Asia has grown consistently in recent years, with sales increasing from 235 000 in 2020 to almost 900 000 in 2025. Viet Nam is the region’s largest market for electric 2Ws, with sales more than doubling to around 735 000 vehicles in 2025. As a result, electric 2W sales represented more than 20% of 2W sales in the country, and Viet Nam accounted for over 30% of global sales growth in 2025. Sales in Viet Nam were led by local companies such as VinFast and Pega, followed by Chinese brands such as Dibao and Yadea. Growing competition has spurred industry-led promotional campaigns and incentives, such as discounts and trade-in schemes, in an attempt to win market share. Plans for low-emission zones in Hanoi from July 2026 and Ho Chi Minh City from early 2027 may further encourage consumers to switch to electric 2Ws.

In contrast, electrification of 2Ws is proceeding slowly in Indonesia, the biggest 2W market in Southeast Asia, with the sales share reaching only 1.3% in 2025. Sales of electric 2Ws fell by 20% in 2025 to 86 000. Previously, in 2024, subsidies had helped push sales to a record high of over 110 000, of which around 90% were supported by subsidies, but after the programme ended in late 2024 momentum tailed off and sales decreased.

Sales of electric 2Ws have grown markedly in Africa, from less than 1 000 in 2020 to around 70 000 in 2025. The use of 2Ws for ride-hailing, delivery and other commercial applications – where purchase decisions are especially cost-sensitive – has helped drive up the sales of electric 2Ws, especially in countries such as Uganda and Kenya. Battery-swapping is also being deployed to support the uptake of electric 2Ws used for commercial services in some markets in Africa, and notably also in Asia.

Uganda has become one of Africa’s fastest-growing markets for electric 2Ws, with sales exceeding 30 000 in 2025, having risen sharply from a low base in 2024. Key to growth was the rapid scale-up of financing programmes for 2W purchases, led by Kenya-headquartered Spiro, which reported a large rollout in 2025, supported by an expanding battery-swapping network. Zembo Motorcycles, a company focused on electric 2Ws, which provides battery swaps, secured USD 1 million in funding from the Dutch entrepreneurial development bank FMO in order to acquire batteries and chargers. Policy measures have complemented private-sector scaling. Uganda’s national e‑mobility agenda includes fiscal incentives intended to attract investment in domestic assembly and manufacturing, including income tax holidays and VAT exemptions for eligible domestically manufactured electric vehicles (EVs) and charging-related equipment.

In Kenya, high gasoline prices relative to electricity prices, combined with the large share of the population with reliable access to electricity, make a strong economic case for electric 2Ws. As a result, year-on-year electric 2W sales more than tripled in 2025, reaching over 25 000 and representing around 15% of new 2W registrations. This rapid growth occurred even despite relatively limited policy support, although in 2025 the government confirmed that domestically assembled electric models would continue to be VAT exempt. Uptake by commercial 2W taxi services was a key driver of adoption: riders typically earn about USD 10-15 per day, and for conventional 2Ws can spend 40%-60% of their earnings on fuel, as well as being exposed to fluctuations in oil prices. By contrast, energy costs for electric 2Ws are typically less than USD 2 per day. These cost advantages have underpinned rising demand, prompting domestic manufacturers such as Spiro and Roam to scale up production. Financing and business model innovation have further supported uptake. Companies offering ride-to-own programmes and daily micro-payments aligned with users’ cash flows have helped make electric options more accessible. Electric 2Ws now make up 40% of Bolt’s motorcycle fleet, supported by financing schemes of this kind.

Europe accounted for less than 2% of global electric 2W sales in 2025, or around 160 000 sales, a decline of almost 5% from 2024. While the region’s sales share rose steadily between 2015 and 2020, it has since levelled off at around 6%. This reflects structural factors, such as lower adoption of 2Ws compared to other markets, as well as a stronger preference for micromobility among consumers and limited policy support. Türkiye remains the largest market in Europe, with sales in 2025 growing by 1.5% to just over 58 000. France follows, with 22 000 electric 2W sales, a decline of 25% from 2024.

Sales of 3Ws declined globally in 2025, to around 4.5 million, down 16% from 2024. Meanwhile, electric 3W sales increased to more than 1.2 million, resulting in a sales share of more than 25% in 2025. The electric 3W market is highly concentrated, with China, India and (to a lesser extent) Türkiye accounting for more than 95% of all sales worldwide.

In India, momentum in electric 3W sales continued to build, with sales rising by 15% from 2024 to almost 800 000 vehicles. Electric 3Ws now capture almost 70% of all sales in the country, primarily displacing compressed natural gas models. Despite subsidies for 3Ws having been reduced under the PM E-DRIVE policy compared with the FAME II scheme, adoption has not slowed. Support for electric 3Ws under the scheme was initially expected to run until March 2026, but has been extended6 to 2028. Funds for models in the L5 category had been fully exhausted by December 2025, but allocations for e‑rickshaws and e‑carts remain available. As a result, electric 3Ws became the first mode of transport to reach the government’s deployment target of around 290 000, despite representing only 10% of the overall target number of vehicles.

Sales of electric 3Ws in China declined by 5% in 2025 to less than 290 000, continuing a trend that began in 2022, although the electric sales share increased to around 13%.

In Europe, the electric 3W sales share reached more than 80%, continuing a rapid increase started in 2023. Türkiye accounts for around 95% of the 115 000 electric 3Ws sold in the region and is the key engine of growth. Just 5 years ago, sales of 3Ws (ICE and electric) in Türkiye stood at around 6 000, but by 2025, sales of electric 3Ws had grown to more than 100 000. By contrast, sales of conventional 3Ws decreased by more than 40% over the same period.

Sales of electric light commercial vehicles (LCVs) topped 430 000 worldwide in 2025 – a year-on-year growth of 45%. The global market for electric LCVs is highly concentrated, with Europe and China accounting for around 80% of all sales.

Europe is the largest market for electric LCVs, and sales reached almost 200 000 in 2025, representing a 70% increase from 2024 and a 50% increase from the previous all-time high in 2023. This was in spite of a small decline in total LCV sales, which resulted in the electric sales share increasing from 5% in 2024 to 10% in 2025.

Battery electric LCVs accounted for around 80% of the growth in electric LCV sales in 2025, but plug-in hybrid electric LCVs also gained traction, with their sales nearly quadrupling in 2025. The share of electric LCV sales in Europe that were plug-in hybrids jumped from 5% in 2024 to more than 10% in 2025, although they continue to represent only a very small share (about 1%) of total vehicle sales in the region.

Multiple factors lie behind the growth in the European market, including more stringent CO2 emissions targets, additional low-emission zones and the maintenance of financial support. Importantly, the EU CO2 standards require the average CO2 emissions of new vans sold to be 15% lower over the 2025-2027 period compared to 2021, creating pressure on OEMs to increase sales.

The introduction of new models is also enlarging the customer base for electric LCVs. The five new models introduced by Ford and Volkswagen in Europe from the second half of 2024 through to the end of 2025 accounted for around 15% of all sales. New players are also entering the market, such as Flexis, which was founded in 2024 by Renault, Volvo Group and CMA-CGM and has since been fully acquired by Renault. Flexis announced its vehicle line-up in 2025 and plans to begin production in mid-2026.

The United Kingdom, France, Germany and the Netherlands remain the largest electric LCV markets in Europe. In the United Kingdom, which has the largest market for electric LCVs in Europe, registrations increased 50% in 2025, with plug-in hybrid electric LCV sales quadrupling to account for half of the increase in sales. In early 2026, the UK government launched a USD 1.3 billion grant for British businesses to roll out clean trucks and vans. In addition, the “benefit-in-kind” charge for the private use of a zero-emission company van is set at GBP 0. This means that if an employer allows an employee to use an electric van for private purposes, no taxable “benefit-in-kind” is applied, making electric vans fiscally more attractive to users than equivalent ICE vans. In Germany, after a decline in electric LCV sales in 2024, sales more than doubled year‑on‑year in 2025, marking the strongest growth among major European markets. There was no significant change in national policy support, but from 2025 onward, only vehicles with valid green emissions stickers – available only to LCVs meeting at least the Euro 4 diesel standard7 – are permitted to enter low‑emission zones. France recorded growth of more than 25% in battery electric LCV sales, and sales of plug-in hybrid electric LCVs increased sevenfold in 2025, as 30 new low-emission zones were added to the 10 existing zones. The Netherlands also saw a remarkable increase in the electric LCV sales share over the same period, rising from less than 10% in 2024 to more than 80% in 2025, driven by the introduction of low-emission zones and the removal of a vehicle tax exemption for ICE LCVs in 2025.

China is the second-largest market for electric LCVs, with around 140 000 vehicles sold in 2025, up 40% from 2024. As a result, electric LCVs reached a sales share of 14% in 2025. Sales have been rising since 2020 thanks to continued policy support. Electric LCVs have been eligible for the vehicle purchase tax exemption for new energy vehicles since 2014, and this was available through 2025. In addition, a 50% tax exemption has been made available for electric LCVs until the end of 2027. However, LCVs are one of the least electrified vehicle types in China. China’s comparatively low rate of electrification for this market segment could be linked to the higher share of freight travelling on trucks, which represent 60% of sales of commercial vehicles, compared to around 20% in Europe. Electrification of medium- and heavy-duty trucks can offer higher operational cost savings than LCVs, as they drive longer distances.

In Korea, sales of electric LCVs reached around 16 000 vehicles in 2025, a 60% drop from the 2023 peak. Since 2020, the sales share of electric LCVs in Korea has been higher than for electric cars. In 2025 the gap narrowed, with electric LCVs representing 12% of total LCV sales, compared to a sales share of 11% for electric cars. Only 4 electric LCV models were available in 2025 (compared to around 90 for cars), which might not be enough to satisfy all niches. Hyundai introduced the ST1 Cargo Electric in June 2024, and Kia followed it with the PV5, built on Hyundai’s dedicated E‑GMP.S electric platform. Although the PV5 has a similar battery size to the ST1, the price tag is about 20% lower and it has a longer driving range. Deliveries of the PV5 started in August 2025, meaning that the impact on 2025 sales was limited, but it may help to drive up electric LCV sales in the coming year.

Electric LCVs sales in India totalled more than 9 000 vehicles in 2025, an increase of over 50% compared to the previous year, although the electric share of total LCV sales remains relatively low, at 1%. Models designed for last‑mile delivery, such as the Tata Motors Ace EV and the Mahindra Zeo Electric, which together captured 80% of electric LCV sales, have limited battery sizes to keep prices competitive, a strategy made possible by the relatively short daily driving ranges required in these applications.

In the United States, the termination of the commercial clean vehicles tax credit after September 2025 meant that sales of electric LCVs dropped by almost 80% compared to the same period in 2024. Sales in 2025 reached almost 6 000, less than half the sales recorded in 2024.