Latest news with #DanielBreton
Winnipeg Free Press
4 days ago
- Automotive
- Winnipeg Free Press
Open the door to cheaper electric vehicles from Europe, advocates urge
TORONTO – The federal government has stopped the world's cheapest electric vehicles — made in China — from coming into Canada with a 100 per cent tariff, so advocates are pushing to make it easier for automakers to bring in cheaper ones from Europe. 'Right now, there is a blockage, saying that for safety reasons they cannot let these cars in,' said Daniel Breton, head of Electric Mobility Canada. He's pushing to have the federal government rule that EVs deemed safe by European regulators don't need to be re-certified and modified for Canadian standards. The potentially costly process can be a barrier to bringing more compact and affordable EVs to the Canadian market, though demand might be the bigger hurdle. 'Right now Transport Canada is saying, well, we have to change the bumpers and we have to change the headlights and this and that for safety reasons, which, as far as I'm concerned is total B.S.,' said Breton. 'If the car is good enough to be driving on European roads, where you can drive much faster than here, don't come and tell me that they're not safe enough to be driven in Canada.' Attempts to lower the barriers to cheaper vehicles comes as EV sales have been disrupted by the abrupt end of government rebate programs, while tariffs and U.S. moves to end EV supports and mandates are further destabilizing the market. Breton said that allowing a more open flow of vehicles from Europe would fit in well with a push to strengthen and diversify trade ties with the region, as Prime Minister Mark Carney has said he hopes to do, but Transport Canada says it's not so simple. 'The certification requirements of other jurisdictions may not be sufficient to meet the safety needs of Canadian road users due to Canada's distinct driving environment,' said spokesman Hicham Ayoun in an email. He said Canadian test standards are better suited for the road infrastructure, speed limits and larger vehicle sizes found on Canadian roadways. 'Some European crash testing requirements are not as stringent as the Canadian regime due to differences in their driving environment.' While Breton said the idea that European testing is deficient is ridiculous, there is also the question of how much demand there would be for the vehicles. As Transport Canada pointed out, Canadians like big cars and trucks. So much so that a few years ago the International Energy Agency found Canadian vehicles were the largest and second heaviest in the world, resulting in the worst fuel efficiency rating globally. Automakers know that and could be hesitant to bring in smaller cars, said Sam Fiorani, vice-president of global vehicle forecasting at AutoForecast Solutions. 'European EVs are tailored for the European market, and those models don't convert very well to the U.S. and Canada,' he said. 'The small cars that Canadians appreciate are on the fringes — there aren't too many of them.' But even if the potential market isn't much bigger than the cars themselves, Breton said there's still demand from anyone ranging from downtown drivers to households looking to make their second car an EV. He pointed to the Smart EV his wife drives, which is no longer available in Canada. 'If today her vehicle was scrapped, she couldn't find anything on the market, except for the Fiat 500e. But that's it. That's not choice.' The Fiat is the cheapest EV available in Canada, with a base price of $42,290 (though the company is currently offering more than $4,000 in discounts) for an advertised 227-kilometre range. The Nissan Leaf is the nearest competitor, starting at a selling price of $44,596 for a 240-kilometre range. But there are numerous other compact models that aren't available here. Volkswagen sells its ID.4 in Canada, but not the ID.3 that can retail for some 20 per cent less, and Nissan doesn't sell its more affordable Micra model, while other European brands with compact EVs like Citroen, Opel and Peugeot don't sell in Canada at all. Sales numbers for the available compact options aren't high, with Stellantis selling 1,275 of its Fiat 500e model last year, compared with more than 62,000 under its Ram brand and more than 40,000 for Jeep. But the market also needs choice to grow and fewer barriers to entry, said Breton. There does seem to be support for at least the idea of bringing cheaper EVs from Europe, according to a poll released last month from Clean Energy Canada. The results from 2,585 Canadians showed 70 per cent were in favour of allowing European-approved EVs into Canada, with only 10 per cent against and the rest unsure. Monday Mornings The latest local business news and a lookahead to the coming week. The poll also showed a majority supported the other big lever the federal government has to making EVs cheaper, by reducing or doing away with tariffs on Chinese electric vehicles. The results showed 53 per cent supported mirroring Europe's model that has put tariffs of up to 35 per cent on Chinese vehicles, an approach that balances protecting home industries with improving affordability. Breton said he would also like to see a more nuanced approach to China than the 100 per cent tariff Canada has imposed, to better strike that balance and make it easier to transition to zero-emission vehicles. 'We want to make sure that Canadians have access to affordable electric cars.' This report by The Canadian Press was first published July 18, 2025.
Hamilton Spectator
4 days ago
- Automotive
- Hamilton Spectator
Open the door to cheaper electric vehicles from Europe, advocates urge
TORONTO - The federal government has stopped the world's cheapest electric vehicles — made in China — from coming into Canada with a 100 per cent tariff, so advocates are pushing to make it easier for automakers to bring in cheaper ones from Europe. 'Right now, there is a blockage, saying that for safety reasons they cannot let these cars in,' said Daniel Breton, head of Electric Mobility Canada. He's pushing to have the federal government rule that EVs deemed safe by European regulators don't need to be re-certified and modified for Canadian standards. The potentially costly process can be a barrier to bringing more compact and affordable EVs to the Canadian market, though demand might be the bigger hurdle. 'Right now Transport Canada is saying, well, we have to change the bumpers and we have to change the headlights and this and that for safety reasons, which, as far as I'm concerned is total B.S.,' said Breton. 'If the car is good enough to be driving on European roads, where you can drive much faster than here, don't come and tell me that they're not safe enough to be driven in Canada.' Attempts to lower the barriers to cheaper vehicles comes as EV sales have been disrupted by the abrupt end of government rebate programs, while tariffs and U.S. moves to end EV supports and mandates are further destabilizing the market. Breton said that allowing a more open flow of vehicles from Europe would fit in well with a push to strengthen and diversify trade ties with the region, as Prime Minister Mark Carney has said he hopes to do, but Transport Canada says it's not so simple. 'The certification requirements of other jurisdictions may not be sufficient to meet the safety needs of Canadian road users due to Canada's distinct driving environment,' said spokesman Hicham Ayoun in an email. He said Canadian test standards are better suited for the road infrastructure, speed limits and larger vehicle sizes found on Canadian roadways. 'Some European crash testing requirements are not as stringent as the Canadian regime due to differences in their driving environment.' While Breton said the idea that European testing is deficient is ridiculous, there is also the question of how much demand there would be for the vehicles. As Transport Canada pointed out, Canadians like big cars and trucks. So much so that a few years ago the International Energy Agency found Canadian vehicles were the largest and second heaviest in the world, resulting in the worst fuel efficiency rating globally. Automakers know that and could be hesitant to bring in smaller cars, said Sam Fiorani, vice-president of global vehicle forecasting at AutoForecast Solutions. 'European EVs are tailored for the European market, and those models don't convert very well to the U.S. and Canada,' he said. 'The small cars that Canadians appreciate are on the fringes — there aren't too many of them.' But even if the potential market isn't much bigger than the cars themselves, Breton said there's still demand from anyone ranging from downtown drivers to households looking to make their second car an EV. He pointed to the Smart EV his wife drives, which is no longer available in Canada. 'If today her vehicle was scrapped, she couldn't find anything on the market, except for the Fiat 500e. But that's it. That's not choice.' The Fiat is the cheapest EV available in Canada, with a base price of $42,290 (though the company is currently offering more than $4,000 in discounts) for an advertised 227-kilometre range. The Nissan Leaf is the nearest competitor, starting at a selling price of $44,596 for a 240-kilometre range. But there are numerous other compact models that aren't available here. Volkswagen sells its ID.4 in Canada, but not the ID.3 that can retail for some 20 per cent less, and Nissan doesn't sell its more affordable Micra model, while other European brands with compact EVs like Citroen, Opel and Peugeot don't sell in Canada at all. Sales numbers for the available compact options aren't high, with Stellantis selling 1,275 of its Fiat 500e model last year, compared with more than 62,000 under its Ram brand and more than 40,000 for Jeep. But the market also needs choice to grow and fewer barriers to entry, said Breton. There does seem to be support for at least the idea of bringing cheaper EVs from Europe, according to a poll released last month from Clean Energy Canada. The results from 2,585 Canadians showed 70 per cent were in favour of allowing European-approved EVs into Canada, with only 10 per cent against and the rest unsure. The poll also showed a majority supported the other big lever the federal government has to making EVs cheaper, by reducing or doing away with tariffs on Chinese electric vehicles. The results showed 53 per cent supported mirroring Europe's model that has put tariffs of up to 35 per cent on Chinese vehicles, an approach that balances protecting home industries with improving affordability. Breton said he would also like to see a more nuanced approach to China than the 100 per cent tariff Canada has imposed, to better strike that balance and make it easier to transition to zero-emission vehicles. 'We want to make sure that Canadians have access to affordable electric cars.' This report by The Canadian Press was first published July 18, 2025.
Yahoo
4 days ago
- Automotive
- Yahoo
Open the door to cheaper electric vehicles from Europe, advocates urge
TORONTO — The federal government has stopped the world's cheapest electric vehicles — made in China — from coming into Canada with a 100 per cent tariff, so advocates are pushing to make it easier for automakers to bring in cheaper ones from Europe. 'Right now, there is a blockage, saying that for safety reasons they cannot let these cars in,' said Daniel Breton, head of Electric Mobility Canada. He's pushing to have the federal government rule that EVs deemed safe by European regulators don't need to be re-certified and modified for Canadian standards. The potentially costly process can be a barrier to bringing more compact and affordable EVs to the Canadian market, though demand might be the bigger hurdle. 'Right now Transport Canada is saying, well, we have to change the bumpers and we have to change the headlights and this and that for safety reasons, which, as far as I'm concerned is total B.S.,' said Breton. 'If the car is good enough to be driving on European roads, where you can drive much faster than here, don't come and tell me that they're not safe enough to be driven in Canada.' Attempts to lower the barriers to cheaper vehicles comes as EV sales have been disrupted by the abrupt end of government rebate programs, while tariffs and U.S. moves to end EV supports and mandates are further destabilizing the market. Breton said that allowing a more open flow of vehicles from Europe would fit in well with a push to strengthen and diversify trade ties with the region, as Prime Minister Mark Carney has said he hopes to do, but Transport Canada says it's not so simple. "The certification requirements of other jurisdictions may not be sufficient to meet the safety needs of Canadian road users due to Canada's distinct driving environment," said spokesman Hicham Ayoun in an email. He said Canadian test standards are better suited for the road infrastructure, speed limits and larger vehicle sizes found on Canadian roadways. "Some European crash testing requirements are not as stringent as the Canadian regime due to differences in their driving environment." While Breton said the idea that European testing is deficient is ridiculous, there is also the question of how much demand there would be for the vehicles. As Transport Canada pointed out, Canadians like big cars and trucks. So much so that a few years ago the International Energy Agency found Canadian vehicles were the largest and second heaviest in the world, resulting in the worst fuel efficiency rating globally. Automakers know that and could be hesitant to bring in smaller cars, said Sam Fiorani, vice-president of global vehicle forecasting at AutoForecast Solutions. "European EVs are tailored for the European market, and those models don't convert very well to the U.S. and Canada," he said. 'The small cars that Canadians appreciate are on the fringes — there aren't too many of them." But even if the potential market isn't much bigger than the cars themselves, Breton said there's still demand from anyone ranging from downtown drivers to households looking to make their second car an EV. He pointed to the Smart EV his wife drives, which is no longer available in Canada. "If today her vehicle was scrapped, she couldn't find anything on the market, except for the Fiat 500e. But that's it. That's not choice." The Fiat is the cheapest EV available in Canada, with a base price of $42,290 (though the company is currently offering more than $4,000 in discounts) for an advertised 227-kilometre range. The Nissan Leaf is the nearest competitor, starting at a selling price of $44,596 for a 240-kilometre range. But there are numerous other compact models that aren't available here. Volkswagen sells its ID.4 in Canada, but not the ID.3 that can retail for some 20 per cent less, and Nissan doesn't sell its more affordable Micra model, while other European brands with compact EVs like Citroen, Opel and Peugeot don't sell in Canada at all. Sales numbers for the available compact options aren't high, with Stellantis selling 1,275 of its Fiat 500e model last year, compared with more than 62,000 under its Ram brand and more than 40,000 for Jeep. But the market also needs choice to grow and fewer barriers to entry, said Breton. There does seem to be support for at least the idea of bringing cheaper EVs from Europe, according to a poll released last month from Clean Energy Canada. The results from 2,585 Canadians showed 70 per cent were in favour of allowing European-approved EVs into Canada, with only 10 per cent against and the rest unsure. The poll also showed a majority supported the other big lever the federal government has to making EVs cheaper, by reducing or doing away with tariffs on Chinese electric vehicles. The results showed 53 per cent supported mirroring Europe's model that has put tariffs of up to 35 per cent on Chinese vehicles, an approach that balances protecting home industries with improving affordability. Breton said he would also like to see a more nuanced approach to China than the 100 per cent tariff Canada has imposed, to better strike that balance and make it easier to transition to zero-emission vehicles. "We want to make sure that Canadians have access to affordable electric cars." This report by The Canadian Press was first published July 18, 2025. Ian Bickis, The Canadian Press
Vancouver Sun
27-06-2025
- Automotive
- Vancouver Sun
Electric vehicle mandate risks being next carbon tax without 'adjustments,' EV industry warns
OTTAWA — The head of a national association representing the electric transportation industry says the federal government, and provinces with a zero-emission vehicle sales mandate, should make 'short-term adjustments' to their programs at the risk of the policy going the way of the now-cancelled consumer carbon tax. Electric Mobility Canada President Daniel Breton's comments come as auto-makers and others in the industry express a fresh round of concerns about the Liberals' sales mandate, which has set a target of reaching 100-per-cent zero-emission vehicle sales by 2035, beginning with initial targets of hitting 60 per cent by 2030 and at least 20 per cent by 2026. 'We believe that B.C, Quebec, and the federal government should make short-term adjustments, because between now and 2030 we don't know yet what's going to happen south of the border. We don't know yet what's going to happen between Canada and the U.S.,' Breton told National Post in an interview Thursday. Start your day with a roundup of B.C.-focused news and opinion. By signing up you consent to receive the above newsletter from Postmedia Network Inc. A welcome email is on its way. If you don't see it, please check your junk folder. The next issue of Sunrise will soon be in your inbox. Please try again Interested in more newsletters? Browse here. 'Lowering the targets between now and 2030 would be a reasonable path.' With Conservative Leader Pierre Poilievre ratcheting up his efforts in demanding that the mandate be scrapped, arguing it removes 'choice' from consumers, Breton, a former Quebec environment minister, says the risk of not making short-term adjustments at the federal level is that, 'this is going to become a political hot potato.' 'Like the carbon tax was.' The consumer carbon tax was a signature climate policy of the Liberals until March, when Prime Minister Mark Carney cancelled it, saying it had become 'too divisive.' That followed a years-long campaign by Poilievre, who criss-crossed the country, promising to 'axe the tax,' blaming it for forcing consumers to pay additional costs amid a cost-of-living crisis. Breton, whose association represents 180 members in the electric transportation industry, including those who sell electric cars, says 'we have to find a pathway' that will allow people and those in the traditional automotive industry to buy credits and 'ease into this regulation.' A credit system is at the heart of the federal policy, which the Liberals finalized in 2023 as part of their plan to reduce Canada's overall greenhouse gas emissions, taking aim at the transportation sector, one of the top emitters. The government says manufacturers can earn credits by either selling or making zero-emission vehicles, which Ottawa defines as either a battery-powered vehicle or a plug-in hybrid, or by purchasing credits from an electric vehicle maker, or putting money towards building out charging infrastructure. Companies that fail to comply could face penalties under the Canadian Environmental Protection Act. While manufacturers have long expressed opposition to the government mandating the sale of electric vehicles, Ford Canada CEO Bev Goodman recently called for the regulation to be scrapped in light of falling sales of these vehicles. Back in March, Statistics Canada reported a nearly 45-per-cent drop in the sale of new zero-emission vehicles from the same month the year before. The agency reported in April that the sales of these vehicles fell to around 7.6 per cent. Leading automotive associations have pointed to these decreases as evidence that hitting the 20 per cent sales target is unrealistic and creates additional burden on Canada's auto-sector at a time when it is dealing with a trade war with the U.S., which under President Donald Trump has dropped the electrification goals introduced by former president Joe Biden. A spokesperson for Ontario Economic Development Minister Vic Fedeli called on the federal government to respond to the concerns from automakers. 'We are meeting regularly with auto companies, industry leaders, and workers as they navigate unprecedented global economic uncertainty,' wrote Jennifer Cunliffe. 'We need the federal government to do the same and address the concerns raised by industry partners about the impact that their net-zero vehicle mandates will have on investment, jobs, and supply chains.' Breton attributes the 'crash' in electric vehicle sales to the way the federal government suddenly ended the $5,000 rebate program for consumers in January, which it first introduced in 2019. He said the way Ottawa did so was the 'worst-case scenario' as compared to phasing it out more slowly and decreasing the value over time. What made matters worse, he says, was that at the same time, Quebec, which has its own zero-emission sales mandate, paused its rebate, which it has since reintroduced. Since doing so, he says, Quebec dealers have been telling him sales have been going back up. A presentation to industry by B.C.'s Energy Ministry, which was obtained by reporters , also showed the province was considering changes to its own program amid falling sales. The Liberals campaigned on reintroducing the federal rebate, which Environment Minister Julie Dabrusin's office confirmed it was working on, but has not stipulated when it will be announced. Breton said people are now waiting to see when the federal rebate will return before purchasing an electric vehicle. 'In the past two weeks, I've been getting phone calls from dealers that I know who told me, 'well, (electric vehicle) sales are stopping again because people are waiting for the federal rebate to come back.'' Breton says if it were up to him, the country would reach its overall target of having 100-per-cent new vehicle sales be zero-emission but 2030, 'but it's not me.' He declined to speculate on what lower targets should be, saying he wants to have further discussions with the government and industry. 'We have to make sure that people see a reasonable pathway, meaning some kind of compromise between some traditional automakers' issues or challenges,' he said. 'But also we need enough market certainty so that private companies will see that as more electric cars come to market, we will need more infrastructure, and then those companies want to invest in infrastructure charging.' In a recent interview, Flavio Volpe, president of the Automotive Parts Manufacturing Association, said the government has the option of either abandoning its mandate or taking a look at the policy to 'have them reflect reality.' He said the government will have to adjust its program. 'Sure, you should have stretch goals, but stretch goals might be 10-per-cent (by 2026) or you can stick to what you think your ultimate goal is, 100-per-cent by 2035, and the first compliance date out to 2028.' -With files from The Canadian Press National Post staylor@ Our website is the place for the latest breaking news, exclusive scoops, longreads and provocative commentary. Please bookmark and sign up for our daily newsletter, Posted, here .
Calgary Herald
27-06-2025
- Automotive
- Calgary Herald
Electric vehicle mandate risks being next carbon tax without 'adjustments,' EV industry warns
OTTAWA — The head of a national association representing the electric transportation industry says the federal government, and provinces with a zero-emission vehicle sales mandate, should make 'short-term adjustments' to their programs at the risk of the policy going the way of the now-cancelled consumer carbon tax. Article content Electric Mobility Canada President Daniel Breton's comments come as auto-makers and others in the industry express a fresh round of concerns about the Liberals' sales mandate, which has set a target of reaching 100-per-cent zero-emission vehicle sales by 2035, beginning with initial targets of hitting 60 per cent by 2030 and at least 20 per cent by 2026. Article content Article content Article content 'We believe that B.C, Quebec, and the federal government should make short-term adjustments, because between now and 2030 we don't know yet what's going to happen south of the border. We don't know yet what's going to happen between Canada and the U.S.,' Breton told National Post in an interview Thursday. Article content Article content 'Lowering the targets between now and 2030 would be a reasonable path.' Article content With Conservative Leader Pierre Poilievre ratcheting up his efforts in demanding that the mandate be scrapped, arguing it removes 'choice' from consumers, Breton, a former Quebec environment minister, says the risk of not making short-term adjustments at the federal level is that, 'this is going to become a political hot potato.' 'Like the carbon tax was.' Article content The consumer carbon tax was a signature climate policy of the Liberals until March, when Prime Minister Mark Carney cancelled it, saying it had become 'too divisive.' That followed a years-long campaign by Poilievre, who criss-crossed the country, promising to 'axe the tax,' blaming it for forcing consumers to pay additional costs amid a cost-of-living crisis. Article content Article content Breton, whose association represents 180 members in the electric transportation industry, including those who sell electric cars, says 'we have to find a pathway' that will allow people and those in the traditional automotive industry to buy credits and 'ease into this regulation.' Article content A credit system is at the heart of the federal policy, which the Liberals finalized in 2023 as part of their plan to reduce Canada's overall greenhouse gas emissions, taking aim at the transportation sector, one of the top emitters. Article content The government says manufacturers can earn credits by either selling or making zero-emission vehicles, which Ottawa defines as either a battery-powered vehicle or a plug-in hybrid, or by purchasing credits from an electric vehicle maker, or putting money towards building out charging infrastructure.
