The UK EV sales target is under review, with government proposals that could reduce the proportion of new cars required to be fully electric by 2030.
Under the existing mandate, manufacturers are expected to ensure that electric vehicles account for 33% of their new-car sales in 2026, rising to 80% by 2030.
Three of the alternative pathways being considered would lower the 2030 requirement, potentially to as little as 50%. A fourth would retain the existing trajectory while offering manufacturers greater flexibility when meeting it.
However, this is a consultation rather than a confirmed policy change. The Government says it remains committed to ensuring that all new cars and vans are zero-emission by 2035.
What is the Zero Emission Vehicle mandate?
The Zero Emission Vehicle mandate, commonly known as the ZEV mandate, was introduced in 2024 to accelerate the transition away from petrol and diesel vehicles.
It requires manufacturers to ensure that a specified percentage of the new cars they sell each year produce no exhaust emissions.
The original targets for cars began at 22% in 2024 and increased to 28% in 2025 and 33% in 2026. They are currently scheduled to reach:
- 38% in 2027
- 52% in 2028
- 66% in 2029
- 80% in 2030
Manufacturers can use several compliance mechanisms, including trading allowances with other companies and carrying performance between different years. Financial penalties can apply when manufacturers fail to meet their obligations.
Why is the Government reviewing the targets?
The Department for Transport’s ZEV mandate review is intended to keep the transition effective while supporting consumers, investment, employment and the competitiveness of the UK automotive industry.
Manufacturers have repeatedly argued that the market conditions anticipated when the mandate was created have not materialised.
Battery and production costs remain high, while public rapid charging can be significantly more expensive than charging at home. Some manufacturers have also used substantial discounts and finance incentives to encourage customers to switch to electric vehicles.
The Society of Motor Manufacturers and Traders has welcomed the review but called for meaningful reform. It warns that regulation moving too far ahead of natural consumer demand could weaken profitability, residual values and future UK investment.
EV registrations are growing but remain below the mandate target
Electric-car demand continues to rise.
Figures published by the SMMT show that 43,106 battery-electric cars were registered during July 2026, an increase of 44.5% compared with the same month in 2025. Battery-electric vehicles secured a 27.5% share of July’s new-car market.
Across the first seven months of the year, 327,683 battery-electric cars were registered, accounting for 25.31% of the market.
The SMMT currently forecasts that electric cars will achieve a 27.4% market share across 2026. That remains below the 33% headline mandate target, although compliance flexibilities mean the sales percentage does not provide a complete picture of whether individual manufacturers will meet their obligations.
The Government says more than two million electric vehicles are now registered on UK roads.
Could the UK EV sales target really fall to 50%?
The consultation considers four alternative pathways.
Three would retain the 2035 zero-emission endpoint while lowering the 2030 target. The least demanding pathway could require only 50% of new-car sales to be zero-emission in 2030, compared with the existing 80% requirement.
Another option would preserve the current targets but introduce additional compliance flexibility for manufacturers.
No preferred option has been confirmed. The Government could ultimately retain the existing UK EV sales target, amend it or combine elements from the different proposals following the consultation.
What could a lower target mean for drivers?
Nothing changes immediately for motorists.
Electric vehicles will remain available, existing incentives will continue under their respective terms and drivers can still choose from the petrol, diesel, hybrid and electric models currently offered by manufacturers.
A lower 2030 target could allow manufacturers to keep a broader selection of petrol, hybrid and plug-in hybrid cars on sale for longer. It could also reduce the pressure to discount electric models purely to meet annual sales obligations.
However, a less demanding mandate may reduce the urgency for manufacturers to expand their affordable electric-car ranges or invest in charging and battery supply chains.
The eventual effect on vehicle prices is therefore uncertain. Greater flexibility could protect competition and investment, but a slower transition could delay the economies of scale that help make electric cars more affordable.
For households already considering the switch, the practical benefits of charging an EV at home remain unchanged. Drivers with off-street parking and access to an off-peak tariff can often achieve considerably lower energy costs than those relying on public rapid chargers.
The wider cost calculation will continue to depend on the vehicle, electricity tariff and charging arrangements. Tech Torque Media’s guide to the real cost of charging an EV at home explains how those variables affect running costs.
The 2035 destination has not changed
The review does not currently abandon the commitment for all new cars and vans to be zero-emission by 2035.
It instead focuses on the route taken between now and that deadline, including annual sales targets, compliance arrangements and the definition of vehicles permitted after the 2030 phase-out of new cars powered solely by internal combustion engines.
This distinction matters. Headlines suggesting that the switch to electric vehicles has been cancelled would misrepresent the consultation.
The Government is reconsidering the speed and structure of the transition, not its stated destination.
When will a decision be made?
The consultation opened on 14 August and closes at 11:59pm on 23 October 2026.
Manufacturers, suppliers, dealers, charging companies, consumers and other interested parties can submit evidence. The responses may then inform amendments to the legislation governing the ZEV mandate.
Until that process is completed and the Government publishes its response, the existing annual targets remain in place.
