On December 15, 2025, the United Kingdom’s political landscape was jolted by the Conservative Party’s announcement that, if victorious in the next general election, it would scrap the 2030 ban on new petrol and diesel cars and vans, as well as abolish the Zero Emission Vehicle (ZEV) mandate. This move, spearheaded by party leader Kemi Badenoch, marks a dramatic reversal from policies the Conservatives themselves introduced just a few years prior and has ignited fierce debate across the automotive industry, environmental groups, and political commentators.
The original 2030 ban, put in place under then-Prime Minister Boris Johnson in 2020, was designed to accelerate the UK’s transition to electric vehicles (EVs) as part of a broader net zero emissions strategy. The legislation allowed sales of new hybrid vehicles with significant electric-only capabilities until 2035. In 2023, the ban’s start date was pushed back to 2035, and in 2024, the ZEV mandate was enacted, requiring manufacturers to sell an increasing percentage of zero-emission cars and vans—reaching 80% for new cars and 70% for new vans by 2030, and 100% by 2035. The ZEV mandate also included consumer protections, such as an eight-year or 100,000-mile battery warranty for new EVs, and required manufacturers to replace batteries that fell below 70% capacity within that period, according to Auto Car as cited by Metro.
Labour, elected in the summer of 2024, recommitted to the 2030 ban but relaxed ZEV mandate rules, allowing new hybrid cars and internal combustion engine (ICE) vans to be sold until 2035 and increasing flexibilities for manufacturers. But the Conservatives now argue that these “rigid deadlines” are out of step with consumer readiness and economic realities. They claim that ongoing government intervention, through subsidies and tight regulations, is stifling innovation and placing undue burdens on both manufacturers and consumers.
Badenoch, writing in The Telegraph, called the ZEV mandate “a well-meaning but ultimately destructive piece of legislation,” and said, “It’s time to scrap the Zero Emission Vehicle (ZEV) mandate.” She further cited Italy’s Prime Minister Georgia Meloni’s “common sense approach to net zero” as inspiration for the policy change. The Conservatives’ plan would also end the £3.8 billion in taxpayer subsidies currently supporting the ZEV mandate, while retaining funding for EV charging infrastructure to support continued growth of the electric vehicle market, as reported by Fleet World.
The party’s rationale is twofold: economic competitiveness and consumer choice. “Labour’s rush to net zero is having a disastrous effect on the UK car industry,” Badenoch declared, referencing the closure of the Vauxhall Luton car plant in 2025—a move Stellantis attributed in part to the ZEV mandate. “By scrapping the ZEV mandate and the ban on petrol cars we are putting fairness and common sense back into the system and saving money for taxpayers. Britain succeeds when we back business and support innovation – that’s our plan for a stronger economy.”
However, this abrupt shift has not gone unchallenged. During a BBC Breakfast interview, journalist Jon Kay pressed Conservative shadow transport secretary Richard Holden on the party’s reversal, pointing out that the Tories themselves had introduced the ZEV mandate and that Badenoch was business secretary when the law came into force. Holden acknowledged, “You’re quite right, we have changed position, the Conservative Party is under new leadership and we’re taking a different direction.” He argued that the current targets, especially the 2035 ban, would damage British manufacturing and require billions in subsidies to promote EV uptake.
Kay, however, noted the practical difficulties of reversing a policy so close to its implementation—given that the ban is set for 2030 and the next election likely won’t be held before 2029. Greenpeace, echoing these concerns, warned that “a U-turn at that stage would create chaos for consumers but also for the car industry.”
The Conservative pivot is also part of a broader move away from net zero commitments. In March 2025, Badenoch announced the party would abandon the UK’s 2050 net zero target, claiming achieving net zero would be “impossible” and would “bankrupt” the country. This stance has drawn criticism from environmental advocates and some industry leaders, who argue that policy stability is crucial for long-term investment and innovation.
Industry voices are divided. Mike Hawes, chief executive of the Society of Motor Manufacturers, remarked to Metro that developments in the EU—where six countries have called for a revamp of the 2035 combustion engine ban out of concern for industrial competitiveness—could prompt the UK to review its own regulations. “Europe is the biggest market for UK automotive exports and the largest source of products for UK car buyers. So what happens in Europe matters to the U.K. industry.”
On the other hand, Vicky Read, chief executive of ChargeUK, warned against weakening the ZEV mandate. “The charging sector is investing billions of pounds in the UK, creating jobs as well as a nationwide infrastructure which is critical to drivers and to car manufacturers in order to sell EVs. This is all underpinned by the certainty of the ZEV Mandate — to weaken it would be to pull the rug from underneath this industry yet again.” She noted that ChargeUK has already delivered nearly 90,000 public charge points and emphasized, “We need policy stability, not knee-jerk reactions, so that the charging sector has the confidence it needs to keep investing.”
The AA’s president, Edmund King, also voiced concerns, stating, “Climate change is a real threat, so it is right that the targets are ‘challenging and ambitious’ and any further diluting of targets is likely to backfire.” He emphasized the need for incentives and infrastructure to support drivers in making the switch to electric, adding, “Reintroducing the 2030 deadline enabled us to maintain momentum on the net zero transition and improve our chances of delivering the UK’s net zero ambition. But drivers need to be supported with the right incentives, and reassured that we’ve made significant progress on infrastructure, to make the shift possible.”
From the EV infrastructure side, Jon Evans of Monta UK & Ireland argued that scrapping mandates might offer “short-term political relief” but wouldn’t resolve structural challenges in transport electrification. “Drivers, fleets and businesses still need reliable charging, affordable access and confidence that the infrastructure will work when they need it. Those requirements don’t disappear with a policy U-turn,” he said. Evans further warned that “repeated changes to policy signals make it harder for charge point operators, energy providers and local authorities to plan, invest and scale.”
Meanwhile, the government maintains its commitment to phasing out all new non-zero emission car and van sales by 2035, highlighting that EV sales are rising and that over £7.5 billion is being invested to support the transition—including grants for consumers and funding for manufacturing and research. An EV road tax of 3p per mile, set to take effect in April 2028, will see electric drivers paying around £250 a year, according to Metro.
With the EU reconsidering its own 2035 ban and the UK’s main parties now sharply divided, the future of Britain’s electric vehicle transition remains in flux. For consumers, manufacturers, and the wider industry, the only certainty seems to be more debate—and a bumpy road ahead.
