Debrecen4U December 15, 2025

BMW would initiate dialogue on the 2035 climate agreement

At BMW’s special event in Vienna, the company outlined its position on the planned EU ban on internal combustion engines from 2035. The company emphasizes that it would not circumvent the climate agreement, but rather make it more realistic so that it would result in a genuine reduction in carbon dioxide emissions. According to the German multinational’s executives, the Debrecen plant could play a key role in achieving the company’s environmental goals.

BMW invited members of the press to Vienna for a small‑scale discussion. The topic of the event was the European Union’s 2035 climate agreement—and whether it can be fulfilled.

BMW would like to initiate dialogue about the 2035 climate agreement. The company believes that the 2030 emission targets are achievable, but the 2035 expectations can only become realistic if EU regulations support rather than prohibit. In BMW’s view, the right path is not the exclusivity of electric cars, but the reduction of carbon dioxide emissions.

What is the 2035 agreement about? 

From 2035, the European Union would essentially end the registration of new cars equipped with internal combustion engines. According to the concept, this would lead within a few years to an almost entirely electric vehicle fleet in Europe.

Market realities show a different picture. Current forecasts suggest that by 2035, the share of purely electric cars will reach at most 55–60 percent—far below the 95 percent transition assumed by regulation. Huge differences can be observed among European countries: at present, the share of electric cars reaches 30 percent in only five member states, while in more than twenty it is just around 10–20 percent.

“The entire life cycle must be examined!” 

BMW argues that current EU regulation interprets environmental protection too narrowly. A car’s carbon footprint is not determined only by exhaust emissions. It also depends on how much energy was used in production, where the raw materials come from, and what quality of electricity is used for charging. Klaus von Moltke, director of BMW’s plant in Steyr, stated:

“We must not focus solely on vehicle operation and local emissions. The product’s entire carbon footprint must be examined. A fully electric car can generate up to 50 percent more carbon dioxide during raw material procurement and production than a vehicle equipped with a conventional engine.”

According to BMW’s calculations, this excess can be offset in roughly one year—about 20–22,000 kilometers—but this varies by country, since the carbon content of electricity is not the same everywhere.

“There is no successful transition without taking market reality into account”

BMW believes one flaw of EU regulation is that it ignores consumer possibilities and the differing conditions of member states. Thomas Becker, BMW’s Vice President for External Relations and Sustainability, declared:

“Regulations that do not take into account consumer needs and market realities cannot be successful. Carbon reduction must be achieved not through bans, but by reasonably involving all known technologies.”

Consumers cannot be forced to buy certain vehicles. In Hungary, for example, more than 93 percent of passenger cars still run on gasoline or diesel, while Europe’s total car fleet exceeds 250 million. Real emission reduction can only be achieved if the operation of vehicles already on the road also becomes more environmentally friendly. Synthetic and biofuels, as well as new‑generation fuels, could play an important role in meeting climate goals, but current legal frameworks do not encourage their widespread use.

Political guidelines are not realistic.

BMW believes Brussels decision-making does not take into account the real conditions of electric mobility. Maintaining an electric car varies dramatically in cost from country to country. In China, electricity is cheap and state support is strong, so the transition is rapid. In Europe, however, electricity prices differ severalfold, fundamentally influencing consumer decisions. Infrastructure development is also decisive: Portugal’s generous subsidies and dense fast‑charging network have led to outstanding progress, while neighboring Spain has seen much slower adoption of electric cars due to less favorable conditions. Moreover, Europe still has too few high‑capacity fast chargers, without which mass transition cannot be achieved.

Carbon correction could be the solution.

BMW advocates introducing a measurement system that examines the full life cycle of vehicles. This “carbon correction factor” would provide a realistic comparison between different technologies. BMW sees this as the fairest method, since it considers not only what comes out of the exhaust but also how the car is made, where the raw materials come from, and what energy is used for charging. 

The company stresses that it does not want to turn away from climate goals—on the contrary, it is committed to reducing emissions. But this requires regulation that reflects reality and does not exclude workable technological solutions.

Debrecen, the pioneer

Debrecen could become a key player in the company’s new era. On the one hand, BMW’s next‑generation vehicle family, the Neue Klasse, will start from here; on the other, the plant in Hajdú-Bihar County offers a modern, energy‑efficient, and sustainability‑compliant manufacturing environment.

Facilities like the one in Debrecen, built on digital and circular production, exist only in a few places worldwide. This is why it could play a crucial role in helping the continent preserve its automotive independence.

Source: dehir.hu | Photo credit:debrecen.hu