Source: https://cleantechnica.com/2026/10/03/europe-ev-sales-report-record-month-bevs-reach-30-market-share/

Important detail though: nothing has been implemented yet.

What’s been announced is a preliminary understanding after talks in Beijing. There’s no final quota, no confirmed implementation date and we still don’t know how any limit would actually be divided between manufacturers.

What makes this especially interesting is that the discussion apparently covers both fully electric cars and plug-in hybrids.

Until now, most of the EU-China car trade fight has focused on BEVs and the additional tariffs introduced after the EU’s subsidy investigation. PHEVs weren’t automatically covered by those same measures.

That matters because Chinese manufacturers have increasingly been using hybrids as another way into Europe.

Instead of only competing with cars like the Model 3 or ID.4, brands can offer PHEVs to buyers who want electric commuting but still aren’t comfortable relying completely on charging infrastructure.

And PHEVs are becoming a pretty significant part of the European market: there were more than 758,000 registrations in the EU during the first eight months of 2026.

For buyers, the big unknown is what a 50% reduction would actually look like.

Would manufacturers simply send fewer cars to Europe? Prioritise their most profitable models? Increase prices? Move more production into European factories?

We don’t know yet.

It could also affect European brands building cars in China, depending on how the final rules define vehicle origin. At the same time, a Chinese manufacturer producing cars inside Europe could potentially be treated very differently.

So I wouldn’t call this a “50% ban on Chinese cars” yet. It’s much more complicated than that.

But if the final agreement really does substantially restrict imports, the next phase of the Chinese expansion into Europe might be less about shipping cars from China and much more about building them here.

Would limiting Chinese imports protect Europe’s car industry, or just reduce competition and make cars more expensive for European buyers?

Source: https://carboratory.com/news/china-eu-hybrid-export-limit-2026

BMW ran a survey in the US with just over 1,000 adults, and the gap between what people say they need and what they want from an EV is pretty huge.

Around 73% said 25–75 miles (40–120 km) would cover their normal daily driving.

But at the same time, 42% said they’d want at least 300 miles / 483 km of range before seriously considering an EV, and 18% wanted more than 400 miles / 644 km.

And honestly, I don’t think that’s as irrational as it sounds.

People aren’t buying a car just for their Monday commute. They’re thinking about winter, motorway driving, spontaneous trips, bad charging infrastructure, queues at chargers, or just not wanting to plan every longer journey around battery percentage.

The survey also suggests that faster charging could matter almost as much as a bigger battery.

53% said they’d be more interested in an EV if it could add roughly 150 miles / 240 km in 10 minutes, while 55% now consider a charging stop of 30 minutes or less acceptable.

But range anxiety isn’t even the biggest problem.

When asked what stops them from buying an EV, 51% mentioned purchase price, compared with 24% for range and 24% for public charging availability.

So maybe the industry has been focusing too much on building EVs with enormous batteries.

A cheaper EV with 400–500 km of real-world range and genuinely fast, reliable charging might be more useful than an expensive one with 700+ km WLTP.

What’s the minimum real-world range you’d personally want before buying an EV: 300 km, 400 km, 500 km, or more?

Source: https://carboratory.com/news/bmw-ev-range-survey-2026

Okay, the Model 3 tried to kill me. Just kidding, but what a lot of power for a car that's supposed to cost under €40,000.

Yesterday morning at 11 I booked a test drive on the Tesla website, and by 3 PM I was behind the wheel. Super easy to arrange, I'll give them that. The catch: I only got half an hour, so I mostly drove inside built-up areas. The German autobahn was off limits.

I also tried FSD (Supervised) and honestly, it was a bit of a letdown. It did a decent job most of the time, but you simply can't rely on it. It kept switching itself off every few minutes. Which, I noticed during my visit, is exactly the sales pitch: it's good, but you can't trust it. Parking was the exception. The 360 degree camera is really handy, much like the one I described yesterday morning for the Hyundai Ioniq 3.

The biggest surprise was the seat. Once you're in, the low seating position is fine. But getting in and out is another story. I'm closing in on 40 and I'm fairly tall too (1.85 m), so I'm pretty sure I'd never get used to that. So I also sat in a Model Y, and there I could get in and out like a normal person. I haven't test driven the Model Y yet, but I might do that another time.

Operating the gear selector via the screen turned out to be a non-issue. It becomes second nature quickly, and in the end it just drives like any other car. One difference is the one pedal driving. The staff member told me you can't turn it off, but it works really well, so I didn't mind. Setting up the seat was also done quicker than I expected.

Sadly the Model 3 probably isn't the car for me anyway. I can't even get it insured, because I was refused by Zekur.nl in January 2024. Switching is difficult, unless Lancyr has started insuring Teslas by now. The Model Y is supposedly easier to insure for some reason, so that could be a way out. It's a shame, because the Model 3 is now under €37,000 to be exact, and you can get it for €34,000 if you trade in an old banger. There's also a scrappage subsidy coming soon, but it's meant for people with a low or middle income, and the car you buy has to be a used EV, so as far as I can tell it won't help with a new Tesla. Either way, the new price is a lot lower than it was a few years ago. Both models also have trade-in offers going on right now.

For fun I asked Grok which car brand is the best. It wasn't Tesla, apparently because they have a few issues. So I think Elon Musk still needs to tune Grok a bit, because an AI built by him surely shouldn't say another brand is better /s

Bottom line: great cars with ridiculous power and a very complete standard spec. You just have to get used to everything running through one central screen.

---

Disclaimer: I try to approach every car I test drive as objectively as possible, and politics has nothing to do with that. Please keep political discussion out of the comments and stick to the car.

I recently had the chance to test-drive the Hyundai IONIQ 3. I'm seriously considering this electric car as a possible replacement for my 2019 Nissan Leaf with the 40 kWh battery. The IONIQ 3 surprised me in a positive way, but there are also a few things I'm less enthusiastic about. In particular, the price and equipment make it an interesting proposition to weigh up.

Here are my thoughts, covering everything from specifications and pricing to my own driving impressions.

Contents

1. Why the IONIQ 3 caught my attention
2. Prices, trim levels and equipment
3. Technology and efficiency
4. What does the IONIQ 3 cost to run?
5. IONIQ 3 vs. my Nissan Leaf
6. Is the IONIQ 3 suitable for a small family?
7. The driving experience

1. Why the IONIQ 3 caught my attention

The Hyundai IONIQ 3 is a compact electric car that looks quite interesting on paper. It combines relatively small exterior dimensions with a long wheelbase and a surprisingly generous amount of boot space.

Hyundai calls this the Megabox

My current car is a 2019 Nissan Leaf Tekna with a 40 kWh battery. I'm still happy with it in several respects, but I'm also starting to look around for a possible replacement. Efficiency, practicality, comfort and intuitive controls are all important to me.

On paper, the IONIQ 3 seems to combine many of those qualities. However, I don't want to judge a car on specifications alone. How it actually drives and how easy it is to use in everyday situations matter just as much to me.

2. Prices, trim levels and equipment

The Hyundai IONIQ 3's launch prices are as follows:

Trim	Battery	Launch price
Select	42.2 kWh	€27,995
Trend	42.2 kWh	€30,995
Vision	42.2 kWh	€32,995
Select	61 kWh	€31,995
Trend	61 kWh	€34,995
Vision	61 kWh	€36,995
Prime	61 kWh	€40,995
N Line Evo	61 kWh	€41,995

The Select is the entry-level trim, but it isn't exactly bare-bones. Still, there are a few features I personally miss.

Isn't the IONIQ 3 a bit expensive?

Although the IONIQ 3 Select comes with a decent amount of equipment, I still think the car is rather expensive overall. For example, heated seats and a heated steering wheel are missing, even though I really appreciate those features. As far as I could establish, it also lacks an anti-pinch safety function that stops a powered window from closing if, for example, a child's finger gets caught.

If I were seriously considering the IONIQ 3, I'd therefore want at least the Vision trim. Even then, it still lacks a conventional 360-degree camera system, which is a feature I'd really like to have. In fact, none of the trims seems to offer one, because the car displays a maximum of three camera views despite having four cameras fitted. I'll come back to that later in the post.

That makes the pricing even more interesting when I look at Tesla as an alternative. Of course, these are cars from different segments: the IONIQ 3 is a B-segment car, while the Model 3 belongs to the D-segment and is considerably larger. Even so, I find it noteworthy that the Hyundai IONIQ 3 Vision with the 61 kWh battery has a launch price of €36,995, almost exactly the same as the cheapest new Tesla Model 3, listed at €36,990, excluding the advertised trade-in bonus.

Tesla comes with several exterior cameras as standard for its driver-assistance systems. The company calls this technology Tesla Vision. However, that isn't the same as a conventional 360-degree camera system that gives you a bird's-eye view of the car and its surroundings. Tesla uses camera feeds and software to interpret the environment, but that doesn't mean you get the same camera functions as you would with a traditional surround-view system.

In The Netherlands you are allowed to use your phone while standing still: once you start driving, it needs to be put away!

There are similarities between Hyundai's software and Tesla's, though. The familiar animations showing other vehicles in traffic first appeared in Tesla's cars.

My point isn't that the Tesla is better in every respect. It's a larger car from a higher segment. But when you have to move up to a more expensive Hyundai trim to get the comfort and parking features you want, the price difference compared with other electric cars becomes very small. At that point, I'd seriously consider the alternatives as well.

Which battery would I choose?

The IONIQ 3 is available with either a 42.2 kWh or a 61 kWh battery. The smaller battery uses LFP chemistry, while the larger one uses a different lithium-ion chemistry.

The smaller battery makes the most sense if keeping the purchase price down is the main priority and you don't drive many miles. The larger battery offers considerably more capacity and, consequently, more range.

Personally, if my budget allowed it, I'd choose the 61 kWh version. You get almost 19 kWh of extra battery capacity for only a few kilograms of additional weight. I find that an interesting trade-off. A larger battery could also make the car more appealing on the used market, as it gives you more flexibility on longer journeys.

3. Technology and efficiency

The IONIQ 3 is approximately 4.16 metres long, 1.80 metres wide and 1.51 metres tall. Its wheelbase is around 2.68 metres. That makes it a compact car, but the long wheelbase helps create a relatively spacious interior.

It's about 33cm shorter than my Leaf

The boot offers around 322 litres, with another 119 litres of storage underneath the floor. That brings the total to approximately 441 litres. With the rear seats folded down, capacity increases to around 1,213 litres.

Those are pretty impressive figures for a car of this length.

Here are the key specifications at a glance:

Specification	Hyundai IONIQ 3
Length	4,155 mm
Width	1,800 mm
Height	1,505 mm
Wheelbase	2,680 mm
Boot space	322 litres plus 119 litres under the floor
Battery	42.2 or 61 kWh
Drivetrain	Front-wheel drive
AC charging	11 kW standard, optional 22 kW depending on trim
DC fast charging	Up to approximately 115 kW

The WLTP range depends on the battery and trim level. With the larger battery, the range approaches 500 km. The smaller battery offers around 340 km, depending on the version.

Those are useful figures for a compact EV. In real-world driving, of course, outside temperature, speed, driving style and climate control all make a difference.

The larger battery seems particularly appealing if you regularly drive longer distances or don't want to leave home with the battery charged to a very high level every time.

4. What does the IONIQ 3 cost to run?

When considering an EV, I look at more than just the purchase price. Energy consumption, road tax and charging options also matter.

My Nissan Leaf averages around 13.6 kWh per 100 km, including charging losses. I'm quite happy with that figure for my usage.

The IONIQ 3 also looks efficient on paper. The 61 kWh version is quoted at around 13.7 to 14 kWh per 100 km, depending on the trim and measurement method. That's broadly in the same range as my Leaf.

That doesn't automatically mean they'll consume the same amount of energy in every situation. A test drive is too short to draw firm conclusions about real-world consumption, and conditions make a difference. Still, it's encouraging that the IONIQ 3 doesn't appear to be a major step backwards in efficiency on paper.

Road tax

Road tax depends on the car's weight, the region where you live and the applicable rates. Based on the figures I've seen, the IONIQ 3's Dutch motor vehicle tax would work out at approximately €177 to €193 per quarter, or around €59 to €64 per month.

The exact amount can vary by trim and weight category. Anyone considering buying one should check the amount using the vehicle's exact specifications and their own location.

Charging

The IONIQ 3 supports 11 kW AC charging as standard. Depending on the trim, 22 kW AC charging may also be available. That can be useful at charging points capable of delivering more than the usual 11 kW.

DC fast charging is rated at up to approximately 115 kW. That's reasonable for a compact car, although peak charging power doesn't tell the whole story. The charging curve and conditions determine how long a charging stop actually takes.

For my own use, good efficiency is at least as important as a high peak charging rate. I don't rely exclusively on public charging during journeys, so I wouldn't judge the car on its maximum DC charging power alone.

5. IONIQ 3 vs. my Nissan Leaf

My 2019 Nissan Leaf Tekna with the 40 kWh battery is no longer a new car, but it still has features I appreciate.

In some respects, I prefer the controls in my Leaf. I'm familiar with the car, and the functions I use regularly are reasonably easy to operate. The camera system is another important point of comparison for me.

Jokes aside: I parked it at the spot saying ''Test drive'' and the next people where already waiting...

The IONIQ 3 has four cameras: front, rear and one on each side. However, it doesn't simply display all four camera feeds simultaneously. Depending on the direction of travel, it shows three camera views at a time.

I find that disappointing. Even when manually activating the cameras, the available views seem to depend on the direction you're travelling. When moving forward, you get the forward-facing camera view, while selecting reverse brings up the rear camera. You can't freely combine the camera views in the way I'd like.

I really prefer being able to see al four cameras instead of only three

My Leaf has a conventional bird's-eye view of the car, giving me a clear overview of its immediate surroundings. I find that very useful when parking and manoeuvring.

So, while the IONIQ 3 does have cameras around the car, that doesn't automatically mean it offers the same functionality as a conventional 360-degree camera system. I think that distinction is important.

Side camera views also appear when you use the indicators. That can be helpful when changing lanes or turning.

Another difference is the way the driving modes and regenerative braking are controlled. The IONIQ 3 has paddles that let you adjust the level of regenerative braking. You can also switch between driving modes. These features offer flexibility, although I can imagine that having so many controls to learn might feel a little overwhelming at first.

The IONIQ 3 also has its gear selector on the right-hand side of the steering wheel, while the wiper stalk is on the left. That's the opposite of what you're used to in many cars, so it takes some getting used to.

Voice commands can activate certain functions. I find that interesting because sometimes using your voice is more practical than searching through touchscreen menus. However, you need to articulate clearly for the system to recognise your commands properly.

My overall impression is that the IONIQ 3 feels more modern in several respects, but not every new feature is necessarily an improvement over my Leaf. The camera system is the main thing I wish Hyundai had handled differently.

6. Is the IONIQ 3 suitable for a small family?

The exterior dimensions might suggest that the IONIQ 3 is quite small, but its wheelbase and boot space make it surprisingly practical.

The boot is cleverly laid out. The floor can be set at different heights, and there's additional storage underneath. If you remove the entire boot-floor assembly, you uncover a fairly deep storage compartment.

Ofcourse you going have to store this somewhere: at home?

I didn't test exactly how many suitcases would fit. My guess is that two large suitcases and a small cabin suitcase should be manageable, with possibly enough room for a medium-sized suitcase on top. That's only an estimate, not something I've tested myself.

I didn't do a banana-box test either, so I can't say for certain how many would fit.

I found the driving position comfortable. I could just about sit behind my own driving position. That's usable for an adult, but a taller teenager sitting in the back might find it cramped. The rear bench doesn't slide forwards or backwards, so you can't adjust the balance between passenger space and boot space.

You can adjust the floor height as well

The IONIQ 3 could certainly work for a small family, particularly if boot space is important to you. However, I'd recommend trying the rear seats yourself with the driver's seat set to your actual driving position before buying one.

I could just barely sit behind myself: I'm 1.85m tall

I also noticed that rear visibility isn't great. The spoiler significantly obstructs the view through the rear window, making the interior rear-view mirror feel almost decorative. There are cameras and driver-assistance systems to help, of course, but I still value good direct visibility around the car.

7. The driving experience

The IONIQ 3 surprised me in a positive way during the test drive. It drives nicely, and most of the controls are laid out logically. The central screen looks reminiscent of Tesla's approach, but the system worked properly during my drive.

The software isn't fully translated in Dutch: which is a pity

I appreciate that Hyundai hasn't moved everything to the touchscreen. There are physical buttons on the steering wheel and beneath the central display. I consider that an advantage for functions you use frequently.

The driver-assistance systems also worked well. Adaptive cruise control combined with steering assistance reminded me of the ProPILOT system in my Nissan Leaf. One thing I noticed was that the steering assistance remained active after I switched off adaptive cruise control.

The warning for taking your hands off the steering wheel appeared after almost half a minute. The instrument display turned red at that point. The safety warnings were noticeable, but I didn't find them excessively intrusive.

I liked the front seating position. The heated seats and heated steering wheel were also very comfortable. That makes it even more disappointing that these features aren't available on the Select trim. For me, they'd be a reason to consider a higher trim level.

The regenerative braking paddles and different driving modes offer plenty of options, although I'd probably need some time to get used to them. The same applies to the gear selector on the right-hand side of the steering wheel.

I liked the interior design of the N Line. I also appreciate conventional door handles. I'm less enthusiastic about little design details that seem to exist mainly as hidden jokes. I'd rather have a practical car without too many gimmicks. Being normal is already unusual enough.

Unfortunately, I forgot to take a photo of the rear of the car. The test drives were scheduled quite tightly, and the dealership was busy, with plenty of people coming to try the IONIQ 3.

My conclusion

The Hyundai IONIQ 3 impressed me more during the test drive than I had expected. It drives nicely, the controls are mostly intuitive, and the boot is surprisingly spacious for such a compact car.

However, I wouldn't rush into buying one. I think the price is steep, particularly when you have to move up to a higher trim to get the comfort features you want. I also miss a conventional 360-degree camera system, whereas my Nissan Leaf offers a solution I find genuinely useful.

The IONIQ 3 could certainly be a potential replacement for my Leaf. I'd just prefer to wait until the model has been on the market for a while and there's more information about its longer-term ownership experience.

What stands out to me most is how practical and pleasant to drive the IONIQ 3 is despite its compact dimensions. In some respects, it feels like a lower-class car than my current Leaf, although I don't necessarily mean that negatively. I find it impressive how much space Hyundai has managed to fit into such a short car.

So, the IONIQ 3 is definitely on my radar, but my final decision would depend heavily on the price, the trim level and whether I'm willing to live without some of the features I want.

The company’s new strategy includes a much stronger push toward affordable cars, including a new family of small EVs for Europe called E-Car, expected to enter production in Italy from 2028.

There are no confirmed prices, battery sizes, range figures or final model names yet, but Stellantis says the focus will mainly be on smaller A- and B-segment cars.

That would fit brands like Fiat, Peugeot, Opel and Citroën perfectly, especially as European buyers increasingly struggle with new-car prices.

Stellantis also wants to cut production costs significantly and reduce the price gap between electric and combustion cars.

The real question is what “affordable” will actually mean by 2028.

If Stellantis launches a decent EV for around €20,000–€25,000, would you buy it — or would you still prefer a larger used EV for the same money?

Source: https://carboratory.com/news/stellantis-affordable-cars-2026

Between 2026 and 2030, Renault Group plans to modernise its operations in Valladolid and Palencia and prepare five new models, including two fully electric C-segment cars.

The more interesting part is what’s happening in Palencia.

The factory will receive Renault’s new RGEV Medium 2.0 electric platform, which supports:

• 800V architecture
• up to 750 km WLTP
• range-extender versions with up to 1,400 km combined range
• very fast charging, with Renault mentioning charging times of around 10 minutes under certain conditions

Valladolid will also get a new battery assembly line, while the wider investment is intended to support the future of more than 6,000 direct jobs in Spain.

There’s still a lot we don’t know: Renault hasn’t revealed the names of the two EVs, their battery sizes, prices, power figures or exact production dates.

But the strategy is pretty clear: Renault is preparing another major European production base for its next generation of electric cars rather than relying only on existing EV plants.

And if one of these models can actually deliver close to 700+ km WLTP with 800V charging at a competitive price, things could get interesting very quickly.

What would matter more to you in a future Renault EV: 700+ km of range, very fast charging, or a lower starting price?

Source: https://carboratory.com/news/renault-investment-spain-2026