More competitive prices, more used cars and faster charging: what the IEA report reveals and how it translates to buyers, owners and businesses in Albania.
For an Albanian family that is considering replacing their car, the most important news from the world market is not a range record. It is the growing range of choices: more models, stronger price competition and an ever-growing market for used electric vehicles. But the cheapest offer only becomes a good buy when charging, warranty and service also work.
The International Energy Agency's (IEA) Global EV Outlook 2026 report documents over 20 million electric cars sold during 2025, roughly one in four new cars worldwide. In Albania, DPSHTRR reports 6,396 fully electric vehicles registered for the first time in January-July 2026, 126% more than in the same period of 2025. They are different indicators, but both speak of an expanding market. (IEA, p. 16; DPSHTRR, 18.08.2026.)
From all the chapters of the report, an important change emerges for the Albanian reader: attention is shifting from the technical possibility of the electric car to the conditions that make it useful in everyday life. The purchase price remains decisive. Where you park, how far you drive, the battery history and the support available after delivery also matter.
Source: IEA, Global EV Outlook 2026, p. 16, 45, 95 and 110. The 2026 figure is the forecast of the May edition.
In the report, EVs include battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), including range-extending models (EREVs). Conventional hybrids without a plug (HEVs) are not included in this total. "Sale" means new vehicles; "fleet" means vehicles in circulation. The Albanian “all-electric” figures refer to fully electric vehicles. (IEA, p. 16-17.)
In the announcement for January-July 2026, the DPSHTRR places the share of fully electric vehicles at 40.5% of zero-mileage registrations. This does not mean that four out of ten cars on Albanian roads are electric, nor that this is their share of all first-time registrations. The figure of 6,396 for first registrations and the percentage of 40.5% for the segment with zero mileage have different bases of measurement. (DPSHTRR, 18.08.2026.)
For the reader, the practical question is what services will accompany this increase. An imported car needs proper diagnostics, parts, updates and charging. Our assessment is that competition between vendors will become more beneficial when buyers can compare these services, as well as prices, through clear written terms.
The IEA report does not provide a specific forecast for Albania. Therefore, the world developments below serve to understand the supply and risks that may arrive in the local market; they are not a projection of Albanian sales.
China sold over 13 million electric cars in 2025, while Europe reached 4.2 million, with an increase of over 30% and a weight of 28% in new car sales. In the European Union, the share was just under 27%. Germany recorded around 850 thousand sales and Italy a 65% increase. For a buyer looking at European markets, the expansion of new fleets creates the possibility of a wider used offer in subsequent years, although it does not guarantee price reductions for every model. (IEA, pp. 18-22.)
In the United States, 2025 sales remained at about 1.5 million. After tax credits ended, sales in the latest quarter fell 45% compared to the same period in 2024. Meanwhile, Southeast Asia more than doubled annual sales and Latin America grew 75%. The picture is of a transition at different rates, where price, policies and infrastructure change the outcome. (IEA, pp. 23-29.)
The start of 2026 makes this difference even clearer: global sales in the first quarter fell 8% to about 3.9 million, mainly from China and the US, while Europe grew by roughly 30%. In the May edition, the IEA predicted 23 million sales for the whole year and about one in three new electric cars in Europe. These remain predictions of that publication; the energy crisis, fuel prices and economic weakness were sources of uncertainty. (IEA, pp. 11 and 41-47.)
During 2025, the sales-weighted average price of all-electric cars fell over 10% in China, around 6% in Germany and roughly 2% in the US. Lower battery costs helped, but equally important were competition, entry-level versions and more affordable models. In China, nearly 70% of BEVs sold cost less than the average internal combustion car in their segment, even without government incentives. (IEA, p. 49-52.)
This price parity is not universal. In Germany, the average price difference in favor of internal combustion cars remained around 20%. In Europe, the EV offering continued to lean towards large models: almost three-quarters of the electric models available were large cars or SUVs. According to the IEA, the shift to larger sizes has absorbed some of the benefit from cheaper batteries. (IEA, p. 34-35 and 53-55.)
For Albanian families, this turns the comparison to real needs: how many seats, what luggage and how many kilometers are usually required? A compact model with sufficient autonomy may be a more reasonable alternative than a heavy SUV chosen only for the larger battery. The prices in the report are of the analyzed markets, not offers for Albania; shipping, registration, equipment, applicable duties and after-sales support change the final bill.
Over three million used electric cars were sold in 2025 in China, the US and the five European markets analyzed: Germany, France, Italy, Spain and the United Kingdom. The increase was about 35%. In Europe, approximately eight out of ten buyers buy a used car, which makes this market important for the transition from interest to actual purchase. (IEA, pp. 59-60.)
But today’s lower price has another side for the owner who will sell it tomorrow. In the five European markets, the retained value indicator of BEVs fell from around 50% in 2022 to 35% at the end of 2025; for the overall market it was about 50% in 2025. This is not a formula that says every electric car loses 65% of its value within three years. The data are not corrected for the average age of cars sold and do not measure the Albanian market. (IEA, p. 61-62.)
For the importer and buyer in Albania, the practical conclusion is to evaluate the specific car. Battery health report, accident history, mileage, maintenance, remaining warranty and parts availability are worth more than an overall depreciation percentage. For leasing or fleet businesses, an overly optimistic resale assumption can undo some of the energy savings.
Nearly 22 million electric cars were produced in the world during 2025. China accounted for almost three-quarters of the production and exported over 2.5 million, double the previous year. Its advantage is related to large-scale factories, supplier network, experience in battery production and extensive use of LFP, in addition to public support. China also produced over 80% of the battery cells. (IEA, p. 129, 138 and 144.)
For the Albanian consumer, this means a potentially more competitive offer, but the brand, the country of production and the market for which the car is configured are three different things. The same model name may not include the same digital services, charging compatibility or warranty coverage in every country. Ask for confirmation of the variant and chassis number you are buying, not just the model brochure.
The report also notes Chinese exports of previously registered cars with almost zero mileage. Over 500 thousand used cars were exported from China in 2025; industry estimates suggested that 70-80% were virtually unused. The IEA highlights the lack of an official breakdown by engine. This phenomenon should not be automatically confused with the Albanian category of registrations "km 0". For the buyer, the date of first registration and the start of the warranty must be proven with documents. (IEA, pp. 19 and 133-134.)
Trade policies in the EU, US and other countries are changing the direction and cost of exports. A tariff mentioned for import into the EU is not, by itself, a tariff for import into Albania. Before payment, the import calculation and registration documents must be verified for the specific vehicle at the Albanian institutions. The article does not derive Albanian tax exemptions from IEA data.
A typical BEV uses about 70% less energy per kilometer than a similarly sized gasoline car. That's the difference in energy used, not the promise of 70% less spending in any case. In the major markets studied, home charging has provided consistent energy savings, while relying solely on public fast charging can overturn comparisons with gasoline. (IEA, p. 106-109.)
For an apartment dweller in Tirana, the answer does not depend only on the distance to the nearest station. What matters is whether the car can be charged regularly when parked, how much the session costs, whether there is a parking or idle fee and whether the charger is available when you need it. A workplace, shared parking or charging station near the apartment can help, but the offer must be proven in practice.
Total ownership cost includes the purchase price, financing interest, insurance, tires, servicing, charging equipment and installation, energy, and depreciation. Energy savings are only part of the equation. Fair comparison uses cars of similar size and use.
Editorial example, not current tariff: a BEV drawing 18 kWh/100 km from the meter, including charging losses; petrol car with 7 l/100 km and petrol 180 lek/l. Values are in lek per 100 km.
Source: Illustrative calculation: consumption × price. Prices 12, 30 and 60 lek/kWh are comparison assumptions, not verified prices of operators.
With 15,000 km per year, the same assumptions give 32,400, 81,000 or 162,000 lek of energy for the BEV, against 189,000 lek for gasoline. Savings in energy alone vary from 27,000 to 156,600 lek per year. The break-even point is 70 lek/kWh, if the consumption and the price of gasoline are kept unchanged and there are no additional charges.
Use your bill and the operators' real charges to repeat the calculation. For mixed charging, use a weighted average price according to the kWh purchased at each price. If the consumption figure is taken from the car's computer, add the losses to calculate the energy you pay at the meter. In our example, they are already included in the 18 kWh/100 km assumption.
Average battery price fell 8% in 2025. LFP packs were on average over 40% cheaper per kWh than NMC, but the comparison also includes batteries for stationary energy storage. LFP accounted for over 55% of the battery capacity installed in new EVs in the IEA's analysis, which excludes two- and three-wheelers for this breakdown. This does not mean that 55% of every national fleet uses LFP. (IEA, pp. 93-96.)
For the buyer, battery type is only the beginning of the comparison. LFP avoids the use of nickel and cobalt in the cathode and helps reduce cost; NMC offers higher energy density. Performance in the car also depends on the pack size, weight, cooling, software and temperature of use. Usable capacity, on-road range and warranty terms are more meaningful than an acronym in a sales announcement. (IEA, pp. 95-102.)
There is no guarantee that prices will fall every year. The report highlights increases in lithium and cobalt prices at the beginning of 2026, as well as financial pressure on material suppliers. Furthermore, the industrial cost per kWh is not the retail price of a replacement battery: diagnostics, transport, labour, adaptation and supply conditions must be included. Get a quote on the specific model when this risk materially affects your decision. (IEA, pp. 94-100.)
Sodium-ion batteries are moving toward larger-scale production. They can reduce lithium dependence and have shown good cold performance, but lower energy density limits range. According to the IEA, sodium cell production capacity was just over 1% of lithium-ion capacity. The most suitable uses include shorter range cars, urban delivery and small vehicles. (IEA, pp. 100-101.)
All-solid-state batteries promise improvements in range and safety, but the benefits have yet to be proven in use and mass production. The report places them mainly in the premium segments until the first part of the 2030s. An announcement of a future prototype or factory is not an offer available today in Albania. For the buyer who needs a car now, the conditions of a proven model are a stronger basis for decision than an announced technological deadline. (IEA, p. 102.)
The average road range of new BEVs, weighted by sales according to the IEA method, is close to 380 km and has stabilized in recent years. The report also links this to the expansion of affordable supply with smaller batteries. A larger battery adds range, but also price and weight; the additional benefit should be compared with real use. (IEA, p. 38-39.)
For a long trip, the mixed cycle range should not be used as a guaranteed highway distance. The IEA example takes a car with 400 km of mixed-cycle range: starting with a full battery and stopping at 10% gives about 320 km on the first highway segment. A 25-minute stop at the 150kW charger could add around 220km under the example conditions. The calculation accounts for charging slowing as the battery fills. (IEA, p. 40 and 272-273.)
For Tirana-Saranda, mountain roads or trips to Kosovo, Montenegro and further in Europe, check the specific route, the energy reserve and an alternative charging point. In cold winter conditions, the report mentions a real-world range loss of 20-40%; this is not a measured average for Albania. Speed, temperature and road conditions should be part of the plan. (IEA, p. 40.)
In 2025, close to 1.8 million public charging points were added worldwide, and the total exceeded seven million. The number in Europe increased by about 20%. For the Albanian traveler, this expansion may facilitate trips abroad, but European statistics do not prove the same coverage on every Albanian or Balkan route. (IEA, pp. 110-111.)
New technologies allow charging in under ten minutes in certain combinations of cars and devices. However, in 2025, less than 5% of the electric fleet could use power above 250 kW. A car that accepts less power does not automatically gain the charging speed shown on the charger; battery temperature, charge level and power distribution between cars also affect. For model comparisons, charging time over the same charge window, such as 10-80%, is more useful than peak power alone. (IEA, pp. 114-117 and 173-176.)
For imports, check the physical connector and communication compatibility with the charger. Request a real AC and DC charging test, where the car supports it, on the networks you will use. For the purchase of a used car, this test helps reveal limitations that are not visible from the autonomy displayed on the screen.
Battery swapping at dedicated stations is expanding especially in China, while roads that charge the vehicle while moving remain mostly limited projects. Both require special compatibility and infrastructure. They should not be counted as benefits of buying in Albania unless a specific service is available at a clear price. (IEA, pp. 122-128.)
For a taxi or delivery van, the saving per kilometer is repeated much more often than for a family car. The report notes over 430,000 light commercial electric vehicles sold globally in 2025, with 45% growth; in Europe, sales increased by about 70%. Predictable urban journeys and return to base create favorable conditions for charging planning. (IEA, p. 73-76.)
For Albanian operators, the analysis should start with the work diary: the kilometers of each shift, the load, the return schedule and the available charging time. A vehicle with cheaper energy can lose its edge if queues at chargers or parts shortages keep it out of business. A pilot with a few vehicles, measuring consumption, downtime and expenses, provides a stronger basis for the expansion of the fleet.
For hotels and tourist structures, charging during a guest’s stay is an opportunity derived from this usage model. Investment should be adjusted to parking time, electrical capacity and seasonal demand. A reliable service, with clear instructions and fees, can be more useful to the customer than excess power that cannot be used. This is an editorial assessment for the local context, not an IEA feasibility study for Albanian tourism.
The transition also includes small vehicles: global sales of two- and three-wheeled electric vehicles reached 11 million in 2025. For urban distribution, weight, parking space and the required energy make this segment of interest. Compatibility with everyday work, safety and serviceability remain the main conditions of choice. (IEA, pp. 69-73.)
Over 55% of new urban buses sold in the EU in 2025 were fully electric. This is not the weight of electric buses in the entire fleet, nor in the entire intercity bus segment. In the same year, global sales of electric trucks doubled, reaching 9% of truck sales; China accounted for over 90% of electric truck sales. (IEA, p. 78-80.)
For Albanian municipalities and companies, urban buses and transport on repeated routes deserve separate analysis. Ordering the vehicle without securing the electrical connection and depot charging plan may delay commissioning. The report documents such obstacles even in more experienced European markets. For long transport, the autonomy with load, the time of stops and the infrastructure along the route should be evaluated separately. (IEA, pp. 78, 86, 117-122 and 245-248.)
The report devotes a special chapter to software and artificial intelligence. Remote updates can improve performance, battery management and cyber security over the life of the car. Subscription services become just as important: a feature demoed in the showroom can have ongoing costs. (IEA, pp. 157-162 and 169-172.)
This expands the checklist for an imported car. Verify transfer of the owner's account, whether the app and navigation work in Albania, access to updates, connectivity terms and the price of subscription features. Long-term software and parts coverage should be part of the dealer and manufacturer's evaluation.
Driving assistance systems require the same clarity. The autonomous robotaxis that the report describes operate in limited areas and conditions; their existence does not make a private car self-driving on every road. Don't read a feature's trade name as permission to distract from driving. Check the system limits and if the feature is offered and allowed for use in the country you are traveling to. (IEA, pp. 163-169.)
Electric vehicles consumed about 250 TWh of energy worldwide during 2025, roughly 1% of final electricity demand. In the scenario with existing policies, their demand exceeds 1,500 TWh in 2035, about 4% of the global total; for Europe, the weight exceeds 10%. These are scenario results, not forecasts of the load of the Albanian network. (IEA, pp. 257-259.)
A low national average does not rule out overloading a transformer, car park or depot at a given hour. For charging operators, the IEA emphasizes connection capacity, distance from the grid, permits and time to energization. Even outside Albania, these can limit the project more than the price of the equipment. For a home charging installation, ask for the electrical connection rating before choosing the final power of the station. (IEA, pp. 248-256.)
Smart charging shifts or lowers charging power according to the schedule and network needs. Bi-directional charging can also allow energy return, but use for appliances must be distinguished from home supply and sale to the network. The report highlights the first V2G commercial offerings in 2025, alongside limitations in models, standards and regulation. There is no basis in this report to promise an Albanian owner income from V2G. (IEA, pp. 176-189.)
Car and battery production has an environmental footprint. However, the life cycle analysis in the report finds over 55% less greenhouse gas emissions for a medium-sized BEV versus a medium-sized gasoline car. The assumption is about 35 km per day for 15 years and development of energy production according to the stated policy scenario. It is a global assessment with defined conditions, not a percentage calculated for each car in Albania. (IEA, p. 266.)
INSTAT's balance for 2025 records 7,468 GWh net domestic production, of which 6,484 GWh from hydropower plants, approximately 86.8%; the rest was from other renewable sources. But the country also had 3,375 GWh of gross imports and 2,498 GWh of gross exports. Domestic production, therefore, is not the same as the mix of energy consumed each hour. (INSTAT, Bilanci i Energjise Elektrike 2025, p. 1-2.)
This profile creates favorable conditions for benefits from electrification, but an accurate Albanian percentage of emissions reduction requires analysis that includes energy imports, losses, battery production and kilometers of use. In the city, the BEV avoids tailpipe emissions while driving; this does not eliminate impacts from manufacturing, tires or traffic itself. Electrification of cars should be seen alongside public transport and more efficient use of urban space.
Data cited by the IEA show fewer fire incidents in BEVs than conventional cars, but the report warns that data remains limited and electric fleets are on average younger. When a battery catches fire, management is more difficult and the fire can reignite. When buying used, damage history and battery check are safety issues, not just range. (IEA, p. 103.)
IEA does not see the geological abundance of minerals as a fundamental long-term barrier to industry. The challenge is timely extraction and processing, local impact and concentration of supply. LFP batteries reduce dependence on some minerals, but do not remove dependence on supply chains. For an importing market, supplier diversification and the ability to repair are part of market viability. (IEA, pp. 148-150, 222 and 227.)
Recycling today relies mainly on production waste; most of the batteries installed in recent years are still in use. The IEA expects end-of-life batteries to play a bigger role by the mid-2030s. Exports of used cars also shift where the battery will eventually end up. For Albania, this is a reason to plan for traceability, repair and safe collection. Using an old battery for energy storage is not an automatic solution: there are costs, safety requirements and responsibilities. (IEA, pp. 223-226.)
In the CPS scenario, which relies on current policies, the global electric fleet exceeds 450 million vehicles in 2035, excluding two- and three-wheelers. In STEPS, which also evaluates the declared policies and related proposals, it reaches about 510 million. The IEA expressly states that these scenarios are not predictions: they show possible consequences of assumptions about policies, costs and infrastructure. (IEA, p. 12 and 190-193.)
An important detail for Europe is that the scenario with more declared policies does not necessarily produce more electrification. For the EU, the report addresses proposals for flexibility in CO₂ standards within STEPS, while the CPS maintains the existing analysis framework. Therefore some European projections are higher in the CPS. These are the May 2026 publication assumptions, not verification of legal status on the day of reading. (IEA, pp. 197-202.)
The strategic benefit is reduced oil use: the electric fleet avoided about 1.7 million barrels per day in 2025 and reaches about five million per day in 2030 in both main scenarios. Meanwhile, the IEA notes that switching from fuel to electricity also changes tax revenues. Incentives and exemptions may evolve as the market matures; a long-term purchase should not be based on the assumption that any tax relief will remain forever. (IEA, p. 259-262.)
For Albania, the opportunity is to take advantage of a wider world supply and renewable energy, building the services that keep the car running. The practical test for consumers remains the same: a fully transparent price, workable charging and clear responsibility after the sale.
This article relies on the IEA's Global EV Outlook 2026, revised May 2026 version, with references to PDF page numbers. Most historical global data are from 2025; the first 2026 data and the annual forecast reflect the May publication. The long-term projections use the policies until the end of March 2026. The Albanian context draws on DPSHTRR for January-July 2026 and INSTAT for energy in 2025, accessed on September 21, 2026. The implications for Albania are editorial analysis; the costing example uses noted assumptions. The article does not cite an unverified count of Albanian chargers or claim any tax exemption.
Primary source: IEA (2026), Global EV Outlook 2026, IEA, Paris, licensed under CC BY 4.0. This article is an independent summary and adaptation by the Makina Elektrike editorial team; local interpretations and illustrative calculations are ours. It is not an official translation and does not imply endorsement by the IEA.
(This material was prepared with the assistance of artificial intelligence and edited by the Makina Elektrike editorial team. Verify important information against the original IEA report and official sources; do not take the data for granted.)
For an Albanian family that is considering replacing their car, the most important news from the world market is not a range record. It is the growing range of choices: more models, stronger price competition and an ever-growing market for used electric vehicles. But the cheapest offer only becomes a good buy when charging, warranty and service also work.
The International Energy Agency's (IEA) Global EV Outlook 2026 report documents over 20 million electric cars sold during 2025, roughly one in four new cars worldwide. In Albania, DPSHTRR reports 6,396 fully electric vehicles registered for the first time in January-July 2026, 126% more than in the same period of 2025. They are different indicators, but both speak of an expanding market. (IEA, p. 16; DPSHTRR, 18.08.2026.)
From all the chapters of the report, an important change emerges for the Albanian reader: attention is shifting from the technical possibility of the electric car to the conditions that make it useful in everyday life. The purchase price remains decisive. Where you park, how far you drive, the battery history and the support available after delivery also matter.
IEA, Global EV Outlook 2026, p. 16, 45, 95 and 110. The 2026 figure is the May edition forecast.
In the report, EVs include battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs), including range-extending models (EREVs). Conventional hybrids without a plug (HEVs) are not included in this total. "Sale" means new vehicles; "fleet" means vehicles in circulation. The Albanian “all-electric” figures refer to fully electric vehicles. (IEA, p. 16-17.)
In the announcement for January-July 2026, the DPSHTRR places the share of fully electric vehicles at 40.5% of zero-mileage registrations. This does not mean that four out of ten cars on Albanian roads are electric, nor that this is their share of all first-time registrations. The figure of 6,396 for first registrations and the percentage of 40.5% for the segment with zero mileage have different bases of measurement. (DPSHTRR, 18.08.2026.)
For the reader, the practical question is what services will accompany this increase. An imported car needs proper diagnostics, parts, updates and charging. Our assessment is that competition between vendors will become more beneficial when buyers can compare these services, as well as prices, through clear written terms.
The IEA report does not provide a specific forecast for Albania. Therefore, the world developments below serve to understand the supply and risks that may arrive in the local market; they are not a projection of Albanian sales.
China sold over 13 million electric cars in 2025, while Europe reached 4.2 million, with an increase of over 30% and a weight of 28% in new car sales. In the European Union, the share was just under 27%. Germany recorded around 850 thousand sales and Italy a 65% increase. For a buyer looking at European markets, the expansion of new fleets creates the possibility of a wider used offer in subsequent years, although it does not guarantee price reductions for every model. (IEA, pp. 18-22.)
In the United States, 2025 sales remained at about 1.5 million. After tax credits ended, sales in the latest quarter fell 45% compared to the same period in 2024. Meanwhile, Southeast Asia more than doubled annual sales and Latin America grew 75%. The picture is of a transition at different rates, where price, policies and infrastructure change the outcome. (IEA, pp. 23-29.)
The start of 2026 makes this difference even clearer: global sales in the first quarter fell 8% to about 3.9 million, mainly from China and the US, while Europe grew by roughly 30%. In the May edition, the IEA predicted 23 million sales for the whole year and about one in three new electric cars in Europe. These remain predictions of that publication; the energy crisis, fuel prices and economic weakness were sources of uncertainty. (IEA, pp. 11 and 41-47.)
During 2025, the sales-weighted average price of all-electric cars fell over 10% in China, around 6% in Germany and roughly 2% in the US. Lower battery costs helped, but equally important were competition, entry-level versions and more affordable models. In China, nearly 70% of BEVs sold cost less than the average internal combustion car in their segment, even without government incentives. (IEA, p. 49-52.)
This price parity is not universal. In Germany, the average price difference in favor of internal combustion cars remained around 20%. In Europe, the EV offering continued to lean towards large models: almost three-quarters of the electric models available were large cars or SUVs. According to the IEA, the shift to larger sizes has absorbed some of the benefit from cheaper batteries. (IEA, p. 34-35 and 53-55.)
For Albanian families, this turns the comparison to real needs: how many seats, what luggage and how many kilometers are usually required? A compact model with sufficient autonomy may be a more reasonable alternative than a heavy SUV chosen only for the larger battery. The prices in the report are of the analyzed markets, not offers for Albania; shipping, registration, equipment, applicable duties and after-sales support change the final bill.
Over three million used electric cars were sold in 2025 in China, the US and the five European markets analyzed: Germany, France, Italy, Spain and the United Kingdom. The increase was about 35%. In Europe, approximately eight out of ten buyers buy a used car, which makes this market important for the transition from interest to actual purchase. (IEA, pp. 59-60.)
But today’s lower price has another side for the owner who will sell it tomorrow. In the five European markets, the retained value indicator of BEVs fell from around 50% in 2022 to 35% at the end of 2025; for the overall market it was about 50% in 2025. This is not a formula that says every electric car loses 65% of its value within three years. The data are not corrected for the average age of cars sold and do not measure the Albanian market. (IEA, p. 61-62.)
For the importer and buyer in Albania, the practical conclusion is to evaluate the specific car. Battery health report, accident history, mileage, maintenance, remaining warranty and parts availability are worth more than an overall depreciation percentage. For leasing or fleet businesses, an overly optimistic resale assumption can undo some of the energy savings.
Nearly 22 million electric cars were produced in the world during 2025. China accounted for almost three-quarters of the production and exported over 2.5 million, double the previous year. Its advantage is related to large-scale factories, supplier network, experience in battery production and extensive use of LFP, in addition to public support. China also produced over 80% of the battery cells. (IEA, p. 129, 138 and 144.)
For the Albanian consumer, this means a potentially more competitive offer, but the brand, the country of production and the market for which the car is configured are three different things. The same model name may not include the same digital services, charging compatibility or warranty coverage in every country. Ask for confirmation of the variant and chassis number you are buying, not just the model brochure.
The report also notes Chinese exports of previously registered cars with almost zero mileage. Over 500 thousand used cars were exported from China in 2025; industry estimates suggested that 70-80% were virtually unused. The IEA highlights the lack of an official breakdown by engine. This phenomenon should not be automatically confused with the Albanian category of registrations "km 0". For the buyer, the date of first registration and the start of the warranty must be proven with documents. (IEA, pp. 19 and 133-134.)
Trade policies in the EU, US and other countries are changing the direction and cost of exports. A tariff mentioned for import into the EU is not, by itself, a tariff for import into Albania. Before payment, the import calculation and registration documents must be verified for the specific vehicle at the Albanian institutions. The article does not derive Albanian tax exemptions from IEA data.
A typical BEV uses about 70% less energy per kilometer than a similarly sized gasoline car. That's the difference in energy used, not the promise of 70% less spending in any case. In the major markets studied, home charging has provided consistent energy savings, while relying solely on public fast charging can overturn comparisons with gasoline. (IEA, p. 106-109.)
For an apartment dweller in Tirana, the answer does not depend only on the distance to the nearest station. What matters is whether the car can be charged regularly when parked, how much the session costs, whether there is a parking or idle fee and whether the charger is available when you need it. A workplace, shared parking or charging station near the apartment can help, but the offer must be proven in practice.
Total ownership cost includes the purchase price, financing interest, insurance, tires, servicing, charging equipment and installation, energy, and depreciation. Energy savings are only part of the equation. Fair comparison uses cars of similar size and use.
Editorial example, not current tariff: a BEV drawing 18 kWh/100 km from the meter, including charging losses; petrol car with 7 l/100 km and petrol 180 lek/l. Values are in lek per 100 km.
Illustrative calculation: consumption × price. Prices 12, 30 and 60 lek/kWh are comparison assumptions, not verified prices of operators.
With 15,000 km per year, the same assumptions give 32,400, 81,000 or 162,000 lek of energy for the BEV, against 189,000 lek for gasoline. Savings in energy alone vary from 27,000 to 156,600 lek per year. The break-even point is 70 lek/kWh, if the consumption and the price of gasoline are kept unchanged and there are no additional charges.
Use your bill and the operators' real charges to repeat the calculation. For mixed charging, use a weighted average price according to the kWh purchased at each price. If the consumption figure is taken from the car's computer, add the losses to calculate the energy you pay at the meter. In our example, they are already included in the 18 kWh/100 km assumption.
Average battery price fell 8% in 2025. LFP packs were on average over 40% cheaper per kWh than NMC, but the comparison also includes batteries for stationary energy storage. LFP accounted for over 55% of the battery capacity installed in new EVs in the IEA's analysis, which excludes two- and three-wheelers for this breakdown. This does not mean that 55% of every national fleet uses LFP. (IEA, pp. 93-96.)
For the buyer, battery type is only the beginning of the comparison. LFP avoids the use of nickel and cobalt in the cathode and helps reduce cost; NMC offers higher energy density. Performance in the car also depends on the pack size, weight, cooling, software and temperature of use. Usable capacity, on-road range and warranty terms are more meaningful than an acronym in a sales announcement. (IEA, pp. 95-102.)
There is no guarantee that prices will fall every year. The report highlights increases in lithium and cobalt prices at the beginning of 2026, as well as financial pressure on material suppliers. Furthermore, the industrial cost per kWh is not the retail price of a replacement battery: diagnostics, transport, labour, adaptation and supply conditions must be included. Get a quote on the specific model when this risk materially affects your decision. (IEA, pp. 94-100.)
Sodium-ion batteries are moving toward larger-scale production. They can reduce lithium dependence and have shown good cold performance, but lower energy density limits range. According to the IEA, sodium cell production capacity was just over 1% of lithium-ion capacity. The most suitable uses include shorter range cars, urban delivery and small vehicles. (IEA, pp. 100-101.)
All-solid-state batteries promise improvements in range and safety, but the benefits have yet to be proven in use and mass production. The report places them mainly in the premium segments until the first part of the 2030s. An announcement of a future prototype or factory is not an offer available today in Albania. For the buyer who needs a car now, the conditions of a proven model are a stronger basis for decision than an announced technological deadline. (IEA, p. 102.)
The average road range of new BEVs, weighted by sales according to the IEA method, is close to 380 km and has stabilized in recent years. The report also links this to the expansion of affordable supply with smaller batteries. A larger battery adds range, but also price and weight; the additional benefit should be compared with real use. (IEA, p. 38-39.)
For a long trip, the mixed cycle range should not be used as a guaranteed highway distance. The IEA example takes a car with 400 km of mixed-cycle range: starting with a full battery and stopping at 10% gives about 320 km on the first highway segment. A 25-minute stop at the 150kW charger could add around 220km under the example conditions. The calculation accounts for charging slowing as the battery fills. (IEA, p. 40 and 272-273.)
For Tirana-Saranda, mountain roads or trips to Kosovo, Montenegro and further in Europe, check the specific route, the energy reserve and an alternative charging point. In cold winter conditions, the report mentions a real-world range loss of 20-40%; this is not a measured average for Albania. Speed, temperature and road conditions should be part of the plan. (IEA, p. 40.)
In 2025, close to 1.8 million public charging points were added worldwide, and the total exceeded seven million. The number in Europe increased by about 20%. For the Albanian traveler, this expansion may facilitate trips abroad, but European statistics do not prove the same coverage on every Albanian or Balkan route. (IEA, pp. 110-111.)
New technologies allow charging in under ten minutes in certain combinations of cars and devices. However, in 2025, less than 5% of the electric fleet could use power above 250 kW. A car that accepts less power does not automatically gain the charging speed shown on the charger; battery temperature, charge level and power distribution between cars also affect. For model comparisons, charging time over the same charge window, such as 10-80%, is more useful than peak power alone. (IEA, pp. 114-117 and 173-176.)
For imports, check the physical connector and communication compatibility with the charger. Request a real AC and DC charging test, where the car supports it, on the networks you will use. For the purchase of a used car, this test helps reveal limitations that are not visible from the autonomy displayed on the screen.
Battery swapping at dedicated stations is expanding especially in China, while roads that charge the vehicle while moving remain mostly limited projects. Both require special compatibility and infrastructure. They should not be counted as benefits of buying in Albania unless a specific service is available at a clear price. (IEA, pp. 122-128.)
For a taxi or delivery van, the saving per kilometer is repeated much more often than for a family car. The report notes over 430,000 light commercial electric vehicles sold globally in 2025, with 45% growth; in Europe, sales increased by about 70%. Predictable urban journeys and return to base create favorable conditions for charging planning. (IEA, p. 73-76.)
For Albanian operators, the analysis should start with the work diary: the kilometers of each shift, the load, the return schedule and the available charging time. A vehicle with cheaper energy can lose its edge if queues at chargers or parts shortages keep it out of business. A pilot with a few vehicles, measuring consumption, downtime and expenses, provides a stronger basis for the expansion of the fleet.
For hotels and tourist structures, charging during a guest’s stay is an opportunity derived from this usage model. Investment should be adjusted to parking time, electrical capacity and seasonal demand. A reliable service, with clear instructions and fees, can be more useful to the customer than excess power that cannot be used. This is an editorial assessment for the local context, not an IEA feasibility study for Albanian tourism.
The transition also includes small vehicles: global sales of two- and three-wheeled electric vehicles reached 11 million in 2025. For urban distribution, weight, parking space and the required energy make this segment of interest. Compatibility with everyday work, safety and serviceability remain the main conditions of choice. (IEA, pp. 69-73.)
Over 55% of new urban buses sold in the EU in 2025 were fully electric. This is not the weight of electric buses in the entire fleet, nor in the entire intercity bus segment. In the same year, global sales of electric trucks doubled, reaching 9% of truck sales; China accounted for over 90% of electric truck sales. (IEA, p. 78-80.)
For Albanian municipalities and companies, urban buses and transport on repeated routes deserve separate analysis. Ordering the vehicle without securing the electrical connection and depot charging plan may delay commissioning. The report documents such obstacles even in more experienced European markets. For long transport, the autonomy with load, the time of stops and the infrastructure along the route should be evaluated separately. (IEA, pp. 78, 86, 117-122 and 245-248.)
The report devotes a special chapter to software and artificial intelligence. Remote updates can improve performance, battery management and cyber security over the life of the car. Subscription services become just as important: a feature demoed in the showroom can have ongoing costs. (IEA, pp. 157-162 and 169-172.)
This expands the checklist for an imported car. Verify transfer of the owner's account, whether the app and navigation work in Albania, access to updates, connectivity terms and the price of subscription features. Long-term software and parts coverage should be part of the dealer and manufacturer's evaluation.
Driving assistance systems require the same clarity. The autonomous robotaxis that the report describes operate in limited areas and conditions; their existence does not make a private car self-driving on every road. Don't read a feature's trade name as permission to distract from driving. Check the system limits and if the feature is offered and allowed for use in the country you are traveling to. (IEA, pp. 163-169.)
Electric vehicles consumed about 250 TWh of energy worldwide during 2025, roughly 1% of final electricity demand. In the scenario with existing policies, their demand exceeds 1,500 TWh in 2035, about 4% of the global total; for Europe, the weight exceeds 10%. These are scenario results, not forecasts of the load of the Albanian network. (IEA, pp. 257-259.)
A low national average does not rule out overloading a transformer, car park or depot at a given hour. For charging operators, the IEA emphasizes connection capacity, distance from the grid, permits and time to energization. Even outside Albania, these can limit the project more than the price of the equipment. For a home charging installation, ask for the electrical connection rating before choosing the final power of the station. (IEA, pp. 248-256.)
Smart charging shifts or lowers charging power according to the schedule and network needs. Bi-directional charging can also allow energy return, but use for appliances must be distinguished from home supply and sale to the network. The report highlights the first V2G commercial offerings in 2025, alongside limitations in models, standards and regulation. There is no basis in this report to promise an Albanian owner income from V2G. (IEA, pp. 176-189.)
Car and battery production has an environmental footprint. However, the life cycle analysis in the report finds over 55% less greenhouse gas emissions for a medium-sized BEV versus a medium-sized gasoline car. The assumption is about 35 km per day for 15 years and development of energy production according to the stated policy scenario. It is a global assessment with defined conditions, not a percentage calculated for each car in Albania. (IEA, p. 266.)
INSTAT's balance for 2025 records 7,468 GWh net domestic production, of which 6,484 GWh from hydropower plants, approximately 86.8%; the rest was from other renewable sources. But the country also had 3,375 GWh of gross imports and 2,498 GWh of gross exports. Domestic production, therefore, is not the same as the mix of energy consumed each hour. (INSTAT, Bilanci i Energjise Elektrike 2025, p. 1-2.)
This profile creates favorable conditions for benefits from electrification, but an accurate Albanian percentage of emissions reduction requires analysis that includes energy imports, losses, battery production and kilometers of use. In the city, the BEV avoids tailpipe emissions while driving; this does not eliminate impacts from manufacturing, tires or traffic itself. Electrification of cars should be seen alongside public transport and more efficient use of urban space.
Data cited by the IEA show fewer fire incidents in BEVs than conventional cars, but the report warns that data remains limited and electric fleets are on average younger. When a battery catches fire, management is more difficult and the fire can reignite. When buying used, damage history and battery check are safety issues, not just range. (IEA, p. 103.)
IEA does not see the geological abundance of minerals as a fundamental long-term barrier to industry. The challenge is timely extraction and processing, local impact and concentration of supply. LFP batteries reduce dependence on some minerals, but do not remove dependence on supply chains. For an importing market, supplier diversification and the ability to repair are part of market viability. (IEA, pp. 148-150, 222 and 227.)
Recycling today relies mainly on production waste; most of the batteries installed in recent years are still in use. The IEA expects end-of-life batteries to play a bigger role by the mid-2030s. Exports of used cars also shift where the battery will eventually end up. For Albania, this is a reason to plan for traceability, repair and safe collection. Using an old battery for energy storage is not an automatic solution: there are costs, safety requirements and responsibilities. (IEA, pp. 223-226.)
In the CPS scenario, which relies on current policies, the global electric fleet exceeds 450 million vehicles in 2035, excluding two- and three-wheelers. In STEPS, which also evaluates the declared policies and related proposals, it reaches about 510 million. The IEA expressly states that these scenarios are not predictions: they show possible consequences of assumptions about policies, costs and infrastructure. (IEA, p. 12 and 190-193.)
An important detail for Europe is that the scenario with more declared policies does not necessarily produce more electrification. For the EU, the report addresses proposals for flexibility in CO₂ standards within STEPS, while the CPS maintains the existing analysis framework. Therefore some European projections are higher in the CPS. These are the May 2026 publication assumptions, not verification of legal status on the day of reading. (IEA, pp. 197-202.)
The strategic benefit is reduced oil use: the electric fleet avoided about 1.7 million barrels per day in 2025 and reaches about five million per day in 2030 in both main scenarios. Meanwhile, the IEA notes that switching from fuel to electricity also changes tax revenues. Incentives and exemptions may evolve as the market matures; a long-term purchase should not be based on the assumption that any tax relief will remain forever. (IEA, p. 259-262.)
For Albania, the opportunity is to take advantage of a wider world supply and renewable energy, building the services that keep the car running. The practical test for consumers remains the same: a fully transparent price, workable charging and clear responsibility after the sale.
This list is a practical application of analysis for the buyer. Documents and specific import obligations must be verified with Albanian institutions.
This article relies on the IEA's Global EV Outlook 2026, revised May 2026 version, with references to PDF page numbers. Most historical global data are from 2025; the first 2026 data and the annual forecast reflect the May publication. The long-term projections use the policies until the end of March 2026. The Albanian context draws on DPSHTRR for January-July 2026 and INSTAT for energy in 2025, accessed on September 21, 2026. The implications for Albania are editorial analysis; the costing example uses noted assumptions. The article does not cite an unverified count of Albanian chargers or claim any tax exemption.
Primary source: IEA (2026), Global EV Outlook 2026, IEA, Paris, licensed under CC BY 4.0. This article is an independent summary and adaptation by the Makina Elektrike editorial team; local interpretations and illustrative calculations are ours. It is not an official translation and does not imply endorsement by the IEA. (This material was prepared with the assistance of artificial intelligence and edited by the Makina Elektrike editorial team. Verify important information against the original IEA report and official sources; do not take the data for granted.)
No. The IEA's forecast includes BEVs and PHEVs, including EREVs, but excludes mainstream plug-in hybrids. It is the forecast of the May 2026 edition, not the final result of the year. (IEA, p. 16-17 and 45.)
No. DPSHTRR relates this percentage to zero-mileage registrations in January-July 2026. It does not measure the entire Albanian fleet. (DPSHTRR, 18.08.2026.)
It may be, but the calculation must be made with the charging rates and time you will actually use. The IEA shows that relying only on public fast charging can remove the energy cost advantage in the analyzed markets. This is not a measurement for every Albanian operator. (IEA, pp. 107-109.)
You need to assess the vehicle’s actual condition: remaining capacity, damage, history, warranty and repairability. A drop in the price of used cars on the market is not proof that every car's battery is defective. (IEA, pp. 59-63.)
No. Power is also limited by car, battery level, temperature and station conditions. Compare the time in the same charging interval and prove the compatibility of the variant you buy. (IEA, pp. 114-117 and 173-176.)
IEA still describes them with mass production challenges and high cost, with mostly premium use until the early 2030s. Announcements of future technology should be distinguished from the pricing, warranty, and service models available today. (IEA, p. 102.)
Its electric utility depends on the miles it drives on plug-in power. Do not use the consumption or emissions of a regular charging scenario to estimate non-charging usage. Compare it to your real conditions. (IEA, pp. 266-267.)
Only if there is a V2G service compatible with the car, device, contract and relevant rules. V2L is not enough. The report does not confirm a commercial V2G offer to owners in Albania. (IEA, p. 176-189.)