Spanish companies buy most new cars but resist electric models. Only 10 percent of their purchases are zero emissions, while private buyers reach 25 percent. New incentives target small businesses, but the gap remains.
Private buyers now drive Spain’s electric car boom. Three out of four new plug-in and electric vehicles on Spanish roads belong to individuals, not companies. Corporate buyers still dominate overall car registrations—53.1% last year—but they are slow to go electric. In September, only 10.7% of company car purchases were zero emissions. Private buyers hit 24.9%. These numbers come from DGT data reviewed by Luis Valdés. The combined average for both groups is 18%. That’s well below the European average.
The gap is growing. Private buyers are plugging in at record rates. Companies are not. Rafael Salas, professor of Economic Analysis at Complutense, puts it plainly: corporate hesitation is holding back Spain’s shift to cleaner cars. Market reviews show private electric vehicle registrations in Spain jumped by about 91–92% year-on-year in September 2026. Legal entities grew just 29% in the same period.
In September 2026, around 75–77% of all new plug-in and electric vehicle registrations in Spain were made by private buyers, highlighting the dominance of individuals in the EV market.
Why companies resist
The numbers add up for individuals. The Plan Auto+ gives up to 4,500 euros in direct aid. A 15% IRPF deduction can mean another 3,000 euros off. That puts electric cars within reach. Some EVs now start at 20,000 euros. Petrol prices make the math simple: driving 100 kilometers in a combustion car costs about 12 euros. The same trip in an electric car costs just one euro. Alberto de Aza of BYD Spain points to better batteries, prices matching hybrids, and more than 50,000 charging points across Spain. Demand is strong. Supply is tight. Official sources confirm the Spanish government set aside 50 million euros for the new Auto+ program in autumn 2026. Applications are open until December 31, 2026.
But for companies, the deal looks different. Most corporate cars come through renting or leasing. Here, the numbers don’t work as well. Lars Hoffman, a zero-emissions specialist, points to two main problems: low resale values for pure electrics and carmakers using fleet sales to move combustion models at discounts, without hurting retail prices. When cars are a benefit in kind, employees find it easier to claim petrol expenses than electric charging. The result is clear. Companies stick with combustion engines. Industry analyses say the biggest barrier for corporate EVs is uncertainty about resale values and the lure of discounted combustion models in fleet deals.
José Martín Castro, president of the Asociación Española del Renting (AER), says 7% of the renting fleet is now electric. That’s up from 2.4% for the overall Spanish car park. He claims these EVs sell fastest on the second-hand market. Still, the sector is cautious.
Although Spain now boasts over 50,000 charging points, industry associations such as ANFAC report that a significant share of public chargers—over 17,800 out of 74,500 as of Q2 2026—remain inactive due to regulatory delays, which continues to hinder full infrastructure utilization.
Lessons from Europe
Other countries have changed the rules. Portugal lets buyers deduct 100% VAT on zero-emission vehicles up to 62,000 euros and on hybrids up to 50,000. Belgium only allows electric company cars to be depreciated, pushing corporate EV sales to 50%. France penalizes every extra gram of CO2 and vehicle weight, but gives electric cars a 200-kilo margin for batteries. Arnau Oliver of Transport & Environment says the stakes are high. In Europe, companies buy 60% of new cars and produce 76% of emissions from new vehicles.
Raúl Morales of Faconauto calls tax policy the main lever. Tania Puche from Ganvam says direct aid must be matched with tax breaks for fleets. The Spanish government has responded with a new 50-million-euro line under Plan Auto+ for the self-employed and small businesses. This is on top of the 350 million already available to private buyers. Independent reports show subsidies for passenger BEVs and other electrified vehicles can reach 4,500–6,000 euros for some buyers and up to 7,500 euros for others. Vans can get 7,500–12,000 euros in some cases.
Incentives and obstacles
Not everyone is convinced. Cristóbal Herrera of Feneval says rental companies buy few electrics because customers don’t ask for them. He criticizes aid rules that require vehicles to stay in fleets for two years, while rental companies usually rotate cars every year. He wants more rapid chargers at airports and train stations. The Ministry for Ecological Transition points to existing accelerated depreciation for corporate tax. The Finance Ministry has no new measures planned.
For companies thinking about electric cars, the order matters. First, check daily mileage and if cars can charge overnight. Second, look at how the car is used. Delivery vans pay off faster than executive cars. Third, review financing and resale values. If the car is a benefit in kind, check how mileage is reimbursed. This can tip the scales.
Winners and losers
The Tesla Model 3 led September sales. It does not offer discounts to companies. Fleets still dominate combustion car purchases with aggressive pricing. The split is obvious. Companies sign more than half of all registrations, but private buyers take three out of four electric cars sold.
As reported earlier, Spain’s electric vehicle sector is drawing billions in investment. The corporate market is still missing.
Spain faces a turning point. The government’s latest incentives for small businesses and the self-employed are a start. But without deeper tax reform and a new approach to fleet management, Spain could fall further behind its European neighbors. The numbers are clear. Until companies have a real reason to switch, the electric revolution will stay private—not corporate.
