![\"Visitors](\"https:\/\/www.europesays.com\/korea\/wp-content\/uploads\/2026\/08\/visitors-look-kia-concept-ev3-kia-press.jpg\")
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Visitors look at the Kia Concept EV3 during the Kia press conference at Automobility LA, the media preview day for the LA Auto Show, on November 16, 2023 in Los Angeles, California.
\nROBYN BECK\/AFP via Getty Images<\/p>\n
Kia and Hyundai sold a combined 131,032 electric vehicles in Europe during the first six months of 2026 \u2014 the first time the Korean pair has exceeded 100,000 EVs in a single half-year on the continent \u2014 but the headline number conceals a sharp divergence between the two brands, according to Hyundai and Kia’s announcement published by Yonhap<\/a>. Kia’s European registrations grew approximately 6.9%, driven by its EV3 compact SUV claiming the group’s top-selling spot. Hyundai’s overall European registrations fell 8.7%, a decline the company’s own head of finance attributed directly to a missing B-segment small EV that Chinese rivals had no trouble filling, according to industry analysis of the Q2 2026 earnings call<\/a>.<\/p>\n Kia EV3 Tops the Group’s European Chart for First Time<\/p>\n The Kia EV3 compact SUV delivered 27,121 units across Europe in H1 2026, cementing its position as the single bestselling model in the combined Hyundai Motor Group European EV lineup \u2014 ahead of every Ioniq-branded Hyundai in the portfolio, per the companies’ announcement<\/a>. The EV3, which starts at around \u20ac36,000 (approximately $41,500) in most European markets, has found strong traction in the sub-\u20ac40,000 compact SUV bracket<\/a> \u2014 precisely the segment where Chinese brands have been most aggressive.<\/p>\n Hyundai’s Inster, a subcompact EV aimed at city-car buyers, finished second across the group with 16,594 units, and the newly launched Kia EV4 sedan contributed 14,502 units during what was effectively its European ramp-up period, according to the same announcement<\/a>. The EV4’s figure is particularly significant: it arrived as a genuine volume contributor from almost its first months on sale in Europe, rather than an initial-delivery spike.<\/p>\n The combined group now offers 14 EV models in Europe \u2014 a lineup breadth that makes the 131,032 figure the product of portfolio strategy, not a single breakout vehicle, the announcement confirmed<\/a>.<\/p>\n Why Kia Grew While Hyundai Shrank<\/p>\n Both brands belong to Hyundai Motor Group and share the same E-GMP electric platform and supply-chain infrastructure \u2014 but their European trajectories diverged sharply in the first half of 2026.<\/p>\n Hyundai’s problem was structural. Until the Inster launched in 2025 and the Ioniq 3 opened pre-orders on July 29, 2026, Hyundai had no genuine small, affordable EV to compete with the proliferating sub-\u20ac30,000 models from BYD, Leapmotor, and Chery. Lee Seung-jo, Hyundai’s Vice President of Finance, acknowledged the gap plainly on the company’s second-quarter earnings call: “The offensive from Chinese EVs has been quite aggressive, and we lacked a B-segment small EV to counter it,” according to BigGo Finance’s report on the earnings call<\/a>. The combined group’s European market share slipped from approximately 7.9% to roughly 7.4% on a combined basis.<\/p>\n Kia, by contrast, had the EV3 in volume production and the EV4 entering the market \u2014 both competitively priced, both in segments where European buyers are most actively considering Chinese alternatives. Kia CEO Song Ho-sung told investors at the company’s April 2026 Investor Day event that Kia had already closed its price gap with Chinese rivals in Europe to 15\u201320% this year, down from 20\u201325% previously, per Reuters’ account of the event<\/a>. That compression came at a cost: Kia reported a decline in quarterly profit partly attributable to European incentives. But the volume held.<\/p>\n How Are ‘EV-Only’ Manufacturing Lines Different?<\/p>\n Part of what makes Kia’s affordable European EV push possible is a manufacturing inflection that has received little attention: the Kia EV4 hatchback is produced at the company’s \u017dilina plant in Slovakia on dedicated EV lines \u2014 the first vehicle in Hyundai Motor Group assembled in Europe on lines built exclusively for battery-electric vehicles, following a \u20ac108 million investment to modernize the facility<\/a>. The plant overall also produces the Sportage and XCeed in hybrid and ICE versions, but the EV-specific assembly lines are dedicated to E-GMP-platform electric vehicles with no mixed ICE tooling.<\/p>\n That distinction matters economically. A traditional automotive assembly line configured for both internal-combustion and electric vehicles requires compromises: tooling must accommodate combustion engine components (fuel tanks, exhaust systems, multi-piece transmissions) alongside battery packs and electric motors. EV-dedicated lines eliminate that dual-tooling cost and enable assembly sequences optimized for battery pack integration, wiring harness routing, and thermal management systems that differ fundamentally from ICE vehicles. The result is a leaner manufacturing cost base that feeds directly into the EV4’s competitive European price point.<\/p>\n The EV2, Kia’s most affordable European model \u2014 which launched in Germany in March 2026 at \u20ac26,600 (approximately $30,700), significantly below the originally expected \u20ac30,000 threshold \u2014 is also assembled at the same \u017dilina facility on the same dedicated EV-specific E-GMP lines, having started production there in March 2026. The EV3, which leads the group’s European EV sales, is imported from South Korea. This is the same logic Hyundai Motor Group applied to its Ioniq 3: build in Turkey, use Samsung SDI cells from Hungary, sidestep EU import tariffs through the Turkey\u2013EU Customs Union agreement, and arrive at a sub-\u00a325,000 (approximately $33,350 USD) UK starting price, as detailed in TechTimes’ coverage of the Ioniq 3 launch<\/a>.<\/p>\n Is the Question for European Car Buyers: Korean or Chinese?<\/p>\n The H1 2026 milestone lands against a backdrop of accelerating European EV adoption and intensifying Chinese competition. Battery electric vehicles reached a 25.6% market share across 17 European markets in June 2026 alone, with more than 275,000 new BEVs registered that month \u2014 a 39.5% year-on-year jump, according to data from E-Mobility Europe, New AutoMotive, and Fier Automotive published by InsideEVs<\/a>. For the full first half, more than 1.24 million BEVs were registered continent-wide, representing 33.7% growth over H1 2025. BEVs accounted for roughly 22% of all new car registrations across Europe in the first half \u2014 meaning more than one in five new cars sold on the continent is now fully electric.<\/p>\n Into that expanding market, Chinese brands have moved rapidly. BYD’s European registrations surged approximately 145% year-on-year in the first half of 2026, overtaking Tesla as Europe’s largest brand by total registrations, according to BigGo Finance’s analysis of ACEA and KBA data<\/a>. Chinese-owned and Chinese-branded manufacturers collectively captured an estimated 8.6% of the Western European car market in early 2026, roughly double their share from a year earlier, with the electrified segment specifically seeing Chinese brands claim around 15\u201316% of BEV sales, according to IndexBox analysis of ACEA data<\/a>. Those figures mask considerable variance across sources \u2014 HSBC analysis from April 2026 put Chinese brands at 6.8% of the broader European car market, while market share within the BEV segment alone runs considerably higher, according to ChinaBizInsider’s report on the HSBC research<\/a> \u2014 but the direction is unambiguous in every dataset.<\/p>\n For Kia and Hyundai, the competitive response has taken two parallel forms: product (EV3, EV4, Ioniq 3, EV2) and price (narrowing the gap vs Chinese competitors from 20\u201325% to 15\u201320%). The manufacturing geography \u2014 Slovakia and Turkey \u2014 provides a structural cost advantage that makes that narrowing possible without destroying margins entirely. Without the EU’s tariffs on Chinese-manufactured EVs, which reach as high as 45.3% in combined levies for some manufacturers, that gap would be harder to close<\/a>.<\/p>\n On Track for 200,000 Annual Units<\/p>\n If the H1 2026 pace holds through December, Hyundai and Kia project their annual European EV deliveries will exceed 200,000 units for the first time in the group’s history, per the companies’ H1 announcement<\/a>. The context for that number: the combined group first crossed 100,000 annual European EV sales in 2021. By 2025, the annual figure had reached 183,912 units. The H1 2026 result of 131,032 units has already put the full-year record well within range of being broken by a substantial margin.<\/p>\n The group’s cumulative European EV sales crossed one million units through May 2026 \u2014 a total accumulated over roughly a decade of electric vehicle sales on the continent.<\/p>\n What’s Next: EV2 and IONIQ 3<\/p>\n Hyundai Motor Group is pressing forward with its second wave of affordable models. Kia’s EV2 \u2014 which launched in Europe at \u20ac26,600 (approximately $30,700 USD) in Germany in March 2026 and has since expanded to multiple European markets including the UK, Spain, the Netherlands, and Ireland \u2014 slots below the EV3 and takes aim directly at buyers evaluating Chinese alternatives in the sub-\u20ac25,000 bracket, according to Electrive’s coverage of the launch<\/a>. On the Hyundai side, the IONIQ 3 opened pre-orders in the UK and Netherlands on July 29, 2026, with UK pricing starting at \u00a322,245 (approximately $29,680 USD, using the approximate GBP\/USD rate of 1.334 as of early August 2026) \u2014 made possible by assembly at Hyundai’s Izmit (\u0130zmit) facility in Turkey and Samsung SDI prismatic cells supplied from Hungary, as TechTimes reported<\/a>.<\/p>\n Hyundai Motor Group Executive Chair Euisun Chung visited the Turkey plant on Thursday to inspect the Ioniq 3 production line, with mass production scheduled to begin in August 2026, the Korea Times reported<\/a>. Customer deliveries across Europe are scheduled to begin in late September 2026.<\/p>\n With Volkswagen Group’s own entry-level EV push \u2014 including the forthcoming ID. Polo \u2014 also ramping up, the sub-\u20ac30,000 bracket is shaping up as the decisive battleground for the next phase of Europe’s EV transition. Kia’s EV3 has staked out that ground with 27,121 units in half a year. The EV2 and IONIQ 3 are designed to expand it.<\/p>\n Frequently Asked QuestionsHow many electric vehicles did Hyundai and Kia sell in Europe in the first half of 2026?<\/p>\n The two brands sold a combined 131,032 battery electric vehicles in Europe in the first six months of 2026 \u2014 a 41.8% increase over the 92,365 units recorded in the second half of 2025. That is the first time the Korean pair has exceeded 100,000 EVs in a single half-year on the continent. If the pace holds, the group expects to exceed 200,000 annual European EV sales for the first time, versus the 183,912 units they recorded across all of 2025, according to the companies’ announcement<\/a>.<\/p>\n Why is Kia outselling Hyundai in Europe right now?<\/p>\n Kia entered 2026 with two volume-competitive affordable EVs \u2014 the EV3 compact SUV and the newly launched EV4 sedan \u2014 both built on Hyundai Motor Group’s E-GMP platform and benefiting from Kia’s expanded Slovakia factory, which now assembles EV4s and EV2s on dedicated electric vehicle lines. Hyundai, by contrast, lacked a competitive B-segment small EV for most of H1 2026, a gap its own finance leadership acknowledged on the Q2 earnings call. The Ioniq 3 pre-orders opened on July 29, 2026, targeting the segment Hyundai missed \u2014 but the first deliveries are not expected until late September 2026, meaning its impact will show in H2 data, per TechTimes’ coverage of the Ioniq 3 launch<\/a>.<\/p>\n How competitive are Korean EVs against Chinese brands in Europe?<\/p>\n Kia CEO Song Ho-sung told investors in April 2026 that Kia has narrowed its price premium over comparable Chinese vehicles to 15\u201320%, down from 20\u201325% the year before, per Reuters’ report<\/a>. That compression is supported by EU tariffs that levy up to 45.3% in combined duties on Chinese-manufactured EVs, making Korean models \u2014 assembled in Slovakia, Turkey, and South Korea \u2014 structurally more price-competitive than they would be without the tariff wall. Chinese brands are nonetheless gaining ground: they held an estimated 8\u201310% of the Western European car market in early 2026, roughly double their share from a year earlier, according to IndexBox and related analysis<\/a>.<\/p>\n When did the Kia EV2 launch in Europe, and what does it cost?<\/p>\n Kia’s EV2 launched in Germany in March 2026, with a starting price of \u20ac26,600 (approximately $30,700 USD) \u2014 significantly below pre-launch expectations of \u20ac30,000. It subsequently expanded to the UK, Spain, the Netherlands, and Ireland. The EV2 slots below the EV3 in Kia’s European lineup and takes aim at the rapidly growing sub-\u20ac25,000 Chinese entrants including BYD’s Dolphin Surf. It is assembled at Kia’s \u017dilina plant in Slovakia alongside the EV4, according to Electrive’s coverage of the launch<\/a>.<\/p>\n","protected":false},"excerpt":{"rendered":"Visitors look at the Kia Concept EV3 during the Kia press conference at Automobility LA, the media preview…\n","protected":false},"author":2,"featured_media":107096,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[24],"tags":[55245,25145,12931,1298,295,294,55244,293,703,55243],"class_list":["post-107095","post","type-post","status-publish","format-standard","has-post-thumbnail","category-hyundai","tag-byd-europe","tag-car-tech","tag-chinese-evs","tag-electric-vehicles","tag-hyundai","tag-hyundai-group","tag-hyundai-kia-europe-ev-sales","tag-hyundai-motor-group","tag-kia","tag-kia-ev3"],"_links":{"self":[{"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/posts\/107095","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/comments?post=107095"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/posts\/107095\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/media\/107096"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/media?parent=107095"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/categories?post=107095"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/korea\/wp-json\/wp\/v2\/tags?post=107095"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}