Vertu Chief Calls for Earlier Review of ZEV Mandate

Vertu rejects calls to weaken EV mandate targets

The UK motor industry is split over whether government should dilute the Zero Emission Vehicle mandate. Vertu chief executive Robert Forrester has publicly opposed any delay or weakening of the targets. His position stands in direct contrast to pressure from some manufacturers and trade groups who want looser sales requirements.

The debate matters because the ZEV mandate sets binding quotas for carmakers. Currently, manufacturers must ensure 80% of new car sales are zero-emission by 2030. That figure sits on a legal pathway to the complete phase-out of new petrol and diesel cars by 2035. Any change to those numbers would reshape business plans across the motor trade and the charging infrastructure sector.

Reports emerged in June 2026 suggesting government was preparing to review the mandate following industry lobbying. Some coverage indicated the 2030 target might drop from 80% to 50%, though no formal policy change has been announced. Sky News reported that ministers had begun conversations about a planned review after UK car production figures fell sharply.

Forrester argues that weakening the targets would damage confidence in the EV transition. His intervention represents the view of dealers and charging-network investors who need policy certainty to justify large capital commitments. Meanwhile, a Labour MP has reportedly defended the need for faster clarity on EV policy, though the government maintains a review was always planned for a later date.

Infrastructure investment depends on sales trajectory

The charging sector has committed over £6 billion of private capital to UK public networks by 2030. That investment rests on assumptions about EV uptake rates. If the mandate is weakened, operators and funders may recalculate both deployment speed and geographic coverage.

Government has set a target of around 300,000 public chargepoints by 2030. Official figures showed over 74,000 public chargepoints operating in early 2025, rising to 82,000 by July that year. Growth has been supported by the Local EV Infrastructure Fund and significant private capital flows. However, the rollout pace must accelerate substantially to meet the end-of-decade goal.

In July 2025, government announced a £63 million package for charging infrastructure. The funding was explicitly linked to making EV ownership simpler and more affordable. That announcement followed earlier commitments in the charging strategy, which aims to make public charging convenient, affordable and reliable as part of the transition away from internal combustion engines.

Charging firms argue that policy stability is essential. Unlike traditional fuel stations, EV charging infrastructure requires long planning horizons and upfront capital before revenue flows begin. Consequently, any signal that EV adoption might slow can delay investment decisions or shift capital to other markets. The private sector’s £6 billion commitment depends on confidence that the ZEV mandate will drive sustained demand growth through the rest of the decade.

Manufacturers cite weak production and patchy demand

Supporters of a mandate review point to falling UK car production and uneven consumer demand for EVs. Some manufacturers argue the current targets are too rigid given economic conditions and supply chain constraints. Trade bodies have lobbied ministers for more flexibility, claiming the 80% figure is unachievable without harming competitiveness.

The government has acknowledged these concerns. Sky News reported that ministers said they were beginning conversations for a planned review following the sharp drop in production. However, officials have not confirmed any intention to cut the 2030 percentage target. The distinction between a scheduled review and a policy reversal remains important for businesses planning investment.

The tension reflects a wider debate about how fast the UK can realistically transition its vehicle fleet. Manufacturers face fines if they miss their annual quotas, creating pressure to discount EVs heavily or restrict sales of petrol models. Some argue this distorts the market and forces unprofitable sales. Others, including Forrester and charging investors, counter that weakening the mandate would simply defer necessary change and undermine the business case for charging networks.

For dealers, the dispute creates uncertainty about which vehicles to stock and how to train staff. Vertu’s position suggests at least some of the retail sector believes faster EV adoption is both inevitable and commercially necessary. That view aligns with charging operators who need high utilisation rates to justify network expansion.

Policy shifts have already moved several times

Government policy on EVs and charging has been adjusted repeatedly in recent years. The original 2030 ban on new petrol and diesel cars was delayed to 2035, then partially reinstated with the ZEV mandate. The mandate itself was introduced in 2024, setting annual percentage targets that rise to 80% by 2030 before reaching 100% in 2035.

In parallel, government has rolled out various funding schemes for charging infrastructure. The Local EV Infrastructure Fund supports installations in areas with fewer off-street parking options. The £63 million package announced in July 2025 added further support for rapid chargers and grid connections. These measures aim to address concerns that charging availability lags behind EV sales, particularly in rural areas and for drivers without home charging.

Despite these efforts, the UK still faces a significant infrastructure gap. Analysis from the charging sector suggests the country needs to install tens of thousands of new chargepoints each year to reach the 300,000 target. That pace requires not just public funding but sustained private investment, which in turn depends on confidence that EV sales will continue growing.

The June 2026 reports about a possible review therefore represent another potential policy shift. For businesses, each change in direction carries costs. Charging networks must secure sites, gain planning permission, and negotiate grid connections years before chargers go live. Vehicle manufacturers plan production runs and supplier contracts on multi-year cycles. Even modest changes to the mandate timetable can ripple through supply chains and capital allocation decisions.

Five things to know about the ZEV mandate dispute

• The Zero Emission Vehicle mandate currently requires 80% of new car sales to be zero-emission by 2030, rising to 100% by 2035.
• Vertu chief executive Robert Forrester opposes weakening the targets, warning it would damage confidence in the EV transition and undermine infrastructure investment.
• Private charging firms have committed over £6 billion to UK public networks by 2030, but that investment depends on predictable EV adoption rates driven by the mandate.
• Some manufacturers and trade groups are lobbying for a review, citing weak UK production and uneven consumer demand as reasons to reduce the 2030 target.
• Government announced a £63 million charging infrastructure package in July 2025 and has previously committed to around 300,000 public chargepoints by 2030, but policy uncertainty could slow progress toward that goal.

What businesses should consider as the review debate continues

Companies in the motor trade and related sectors face difficult planning decisions while the mandate review remains unresolved. Vehicle retailers must decide how much inventory to hold and whether to invest in EV-specific facilities and training. Fleet operators need to assess replacement cycles and charging requirements. Charging-network operators must balance expansion plans against the risk of reduced demand growth.

For businesses tendering for public sector contracts, the situation is particularly complex. Carbon reporting and net-zero commitments are increasingly common in procurement criteria. Many organisations have set targets for electrifying their vehicle fleets as part of wider decarbonisation plans. A weakened ZEV mandate might slow EV adoption in the private market, but public sector buyers may still prioritise zero-emission vehicles regardless of national policy changes.

Supply chain impacts also deserve attention. Manufacturers are reconfiguring production lines and supplier networks around electric powertrains. Component suppliers, logistics firms, and aftermarket businesses are all investing on the assumption that EVs will dominate new car sales by the end of the decade. If the mandate is diluted, some of that investment might shift to other markets, potentially leaving UK businesses at a competitive disadvantage in the longer term.

The charging infrastructure question is critical for property owners and developers. Sites with charging facilities may become more attractive to tenants and customers, but only if EV adoption continues as forecast. Installing chargers requires capital, grid capacity, and ongoing maintenance. Businesses considering such investments need to weigh the risk that slower EV uptake could lengthen payback periods or reduce utilisation rates.

Training and skills development is another area affected by policy uncertainty. Mechanics, service advisors, and sales staff all need different capabilities for EVs compared to internal combustion vehicles. Training programs for sustainable business practices can help prepare teams for the transition, but businesses need confidence that the shift is irreversible before committing significant training budgets.

The strategic question is whether the UK’s EV transition is on a fixed trajectory or still subject to major changes in direction. Forrester’s intervention suggests at least some industry leaders believe the former. Charging investors clearly share that view, given their multi-billion-pound commitments. However, the manufacturer lobbying and reported government review indicate the debate is far from settled. Businesses must therefore plan for multiple scenarios while monitoring government signals closely.

Where to find official guidance and data

The Department for Energy Security and Net Zero publishes policy updates and consultation documents on the ZEV mandate and related vehicle emissions regulations. The department’s website includes details of the legal framework, annual targets, and compliance mechanisms for manufacturers.

The Office for Zero Emission Vehicles provides detailed information on charging infrastructure funding schemes, including the Local EV Infrastructure Fund and other support programs. The office also publishes quarterly statistics on public chargepoint numbers and geographic distribution.

For businesses assessing compliance obligations and reporting requirements, support with carbon reporting and ESG compliance can help navigate the interaction between vehicle fleet emissions and wider decarbonisation commitments. Understanding how transport emissions fit into Scope 1 and Scope 3 reporting is particularly important for organisations with significant vehicle fleets or delivery operations.

The Society of Motor Manufacturers and Traders publishes monthly vehicle registration data, including breakdowns by fuel type. This data provides the most current picture of EV market share and sales trends, which can inform planning assumptions for businesses affected by the mandate. However, trade body commentary should be read alongside independent analysis, given the organisation’s lobbying position on mandate flexibility.