According to Deloitte’s latest Global Automotive Consumer Study, just 12 percent of Belgian consumers say a battery electric vehicle (BEV) would be their next car, up only marginally from 11 percent a year earlier.
Behind that modest figure lies a stark income divide. Among households earning less than €27,000 per year, 59 percent prefer a gasoline or diesel vehicle, while only 6 percent would consider a fully electric vehicle. Among higher-income households, roughly one in five is open to a BEV.
Beyond simple purchasing power
It may seem self-evident that lower-income households are less likely to buy electric vehicles, given their higher upfront cost. But Deloitte’s findings suggest the issue goes beyond simple purchasing power.
In Belgium’s uniquely structured car market—shaped by generous company car schemes and limited direct support for private buyers—the transition to electric mobility risks reinforcing structural inequalities rather than merely reflecting them.
The study, based on more than 1,000 Belgian respondents within a global survey of 28,000 consumers, shows that electrification is not uniformly stalling but unevenly distributed.
Deepening existing divide
Higher-income households are more willing and able to adopt BEVs, while lower-income consumers remain anchored to internal combustion engine (ICE) cars. Deloitte warns that unless affordability barriers are addressed, the shift toward zero-emission mobility could deepen an existing mobility divide.
The low appetite for full EVs among lower-income households does not necessarily signal resistance to electrification. Many appear more inclined toward hybrids, which offer lower fuel consumption without the higher upfront cost or charging dependency of a BEV.
For financially constrained buyers—more likely to shop second-hand and lacking access to private charging—hybrids represent a pragmatic middle ground. Climate considerations are understandably often secondary to immediate financial pressures.
Affordability is key
Affordability remains central. Across all income groups, 45 percent of Belgian consumers still prefer petrol or diesel for their next vehicle, compared with 31 percent for hybrids and 12 percent for BEVs.
The higher purchase price of electric cars is cited by 43 percent of respondents as the main obstacle, while lower fuel costs are the principal incentive. Long-term savings appear insufficient to offset the initial investment hurdle.
Belgium’s car market structure amplifies the gap. A large share of new registrations comes from company cars, which are rapidly electrifying due to fiscal incentives.
Private buyers—especially those on lower incomes—play a smaller role in the new-car market and must rely largely on personal savings or costly loans.
As a result, the EV transition advances quickly through corporate fleets while progressing more slowly among households without access to employer-sponsored vehicles.
The second-hand market is decisive
The second-hand market is therefore decisive. While 37 percent of consumers in the Deloitte study say they prefer to buy used for their next vehicle, market data show that nearly two-thirds of all car registrations in Belgium are second-hand. This underscores the centrality of the used segment to private mobility.
Younger buyers, women, and lower-income households are even more inclined toward used vehicles. Yet the supply of affordable used BEVs remains limited, and uncertainty over battery health and potential replacement costs makes them a perceived financial risk for households with little savings buffer.
Recent data from mobility federation Traxio underline the scale of this structural reality. In 2025, nearly 734,000 second-hand passenger cars were registered in Belgium, accounting for 63.9 percent of the total market, compared with just over one-third for new registrations.
Gasoline and diesel vehicles still dominate these transactions, while hybrids are gradually gaining share, and used BEVs remain a relatively small niche.
The most frequently re-registered models—led by the Volkswagen Golf, followed by the Volkswagen Polo and the Opel Corsa—are established compact combustion cars.
The real center of gravity of Belgian private mobility lies in this high-volume, inertia-driven used market rather than in the electrifying new-car fleet.
Prices remain a barrier
While more electric cars are entering the second-hand segment as lease contracts expire, prices remain a barrier. Entry-level used BEVs can now be found below €20,000, and occasionally less for older or high-mileage models. However, comparable used gasoline cars are often available for under €10,000 without financing.
From a total cost of ownership (TCO) perspective, BEVs can be competitive. Electricity is typically cheaper per kilometer than gasoline, maintenance costs are lower due to fewer moving parts, and some regions offer tax advantages.
Depending on mileage and charging access, annual savings compared with an equivalent ICE vehicle can amount to several hundred euros.
But long-term cost calculations rarely drive household decisions in practice. For many lower-income consumers, cash flow and financial risk matter more than projected lifetime savings.
A higher upfront investment or car loan can represent a significant burden, even if operating costs are lower over time. In reality, the most economical car is often the one already owned, particularly if it is fully paid off.
Housing conditions add another constraint. Lower-income households are more likely to rent apartments without access to private charging, while public charging is typically more expensive, eroding much of the operational advantage of BEVs.
Beyond electrification, Deloitte’s study highlights Belgian consumers’ strong price sensitivity, limited brand loyalty, and cautious attitude toward software-defined vehicles and data sharing. Service quality, transparency, and cost remain key priorities, with authorized dealers still the preferred maintenance providers.
