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The report finds that while the Chilean light-duty vehicle fleet achieved a record-high average fuel economy of 16.9 km/lge in 2025, only 45% of importers complied with the required standard. Compliance was largely driven by a threefold multiplier for plug-in vehicles, as actual sales-weighted fuel economy without the incentive was lower than the 18.8 km/lge target. Despite a 200% increase in available battery electric vehicle (BEV) models and a 26% price drop for top-selling BEVs, the BEV market share remained stagnant at 2.2% between 2024 and 2025. The report notes a 3% reduction in CO2 emissions from vehicles sold since 2023 and an estimated saving of 9.1 million litres of gasoline.

The report finds that while the average fuel efficiency of light vehicles sold in Chile reached a historic high of 16.9 km/lge in 2025, only 45% of importers complied with the legal standard. This compliance was largely achieved through 'multipliers' for plug-in vehicles rather than actual efficiency gains across the fleet. Despite a 200% increase in available battery electric vehicle (BEV) models and a 26% drop in the average price of the top 10 BEVs, their market share remained stagnant at 2.2% between 2024 and 2025.

The report identifies that approximately 80% of residential EV charger projects in Chile are rejected by co-owner communities because electrical networks are classified as common property under Law No. 21.442, requiring high assembly quorums for any intervention. While technical standards (RIC N°15) and urban ordinances (OGUC) provide pathways for installation, they do not override the need for community consent. Comparing jurisdictions in the US, Europe, and Brazil, the report finds a global trend toward recognizing an individual's right to install charging infrastructure. It concludes that the only scalable solution for Chile is a punctual modification of Law No. 21.442 to allow installations via simple notification, provided the owner bears all costs and adheres to safety standards.

The analysis examines the emergence of direct imports of electric vehicles from China via digital platforms like Alibaba in Latin America and the Caribbean. It highlights cases in Costa Rica and Antigua and Barbuda where this method reduced costs or provided access to unavailable technology, while noting challenges regarding after-sales service, quality standards, and technical support.

The report provides a 2025 baseline of corporate vehicle fleets in Chile, finding that while current electric vehicle (EV) adoption is low at 7%, there is significant interest in transitioning due to operational savings and environmental benefits. Adoption is highest among larger companies and specific sectors like tourism and mining, though it is hindered by limited model availability, insufficient charging infrastructure, and financing gaps. The study introduces an Electromobility Predisposition Index (IPE) to segment companies by their readiness to adopt EVs, noting that companies in regions show higher predisposition than those in the Metropolitan Region.

The report evaluates the implementation of the MTE and +TE programs, which introduced 405 electric vehicles across 10 Chilean regions to modernize minor public transport. Key findings include an average economic saving of over 3 million pesos per beneficiary and a positive shift in driver and citizen perceptions of electric vehicle technology. While the programs successfully addressed gender gaps and demonstrated operational viability for trips under 300 km daily, challenges remain regarding residential charger installation delays, digital gaps among older drivers, and initial distrust regarding battery autonomy.

This report by the Centro de Movilidad Sostenible monitors the impact of the Energy Efficiency Law's light vehicle standards in Chile during 2024 and 2025. It analyzes corporate fuel economy targets, the growth of plug-in vehicles, and the resulting reductions in fuel demand and CO2 emissions.

The Chilean electric vehicle (EV) charging infrastructure market is currently highly concentrated, with three actors—Enel X Way, Copec-Voltex, and Enex Pro—controlling nearly 80% of the market. The author analyzes factors driving this concentration, such as economies of scale and high entry costs, while noting that international experience shows a similar trend where 2 to 5 companies typically dominate, particularly in DC fast charging. To mitigate the risks of reduced competition and higher prices, the document highlights the role of Chile's Interoperability Regulation in reducing switching costs and increasing transparency through a real-time information platform.

The Centro de Movilidad Sostenible (CMS) is a non-profit technical partner providing expertise in transport decarbonization across Latin America and the Caribbean. The organization focuses on public policy development, electrification roadmaps, and technology evaluations for fleets and infrastructure. CMS manages several high-profile international projects, including the GEF 7 Electric Mobility Programme's LATAM platform, the ZEBRA initiative in Chile, and the Drive Electric campaign. Its technical capabilities include big data analysis for vehicle modelling, emission inventories, and the design of fuel economy standards.

The document presents a data table comparing emission standards (LDV), gasoline octane levels, refinery counts, import percentages, and sulfur content in gasoline and diesel for various countries in Latin America and the Caribbean. Key data points include Chile's transition to Euro 6 by 2022, Colombia's target of Euro 6 by 2030, and specific sulfur limits ranging from 15 ppm in Mexico to 8000 ppm in Cuba.

The document provides a comparative overview of emission control regulations and OBD requirements in the European Union, India, Japan, China, the United States, Mexico, Argentina, and Brazil, detailing the specific standards used for light and heavy vehicles.

The document describes vehicle labeling as a public policy designed to provide consumers with information on energy and fuel consumption to encourage the purchase of more efficient vehicles. It lists the implementation years for this policy in the United States (1978), Canada (1999), Brazil (2008), Argentina (2019), Chile and Uruguay (2013), and Ecuador (2020). The policy aims to create a better-informed market, incentivize manufacturers to produce less polluting cars, and systematize energy consumption evaluations in the transport sector.

The document outlines three vehicle homologation processes: self-certification, authorized technical services, and direct administration. These processes ensure vehicles comply with emissions, efficiency, and safety standards, enabling the implementation of vehicle labeling policies, consumption standards, and incentives for cleaner vehicles.

The document concludes that a 100% electric fleet in Greater Valparaíso by 2040 is technically feasible but depends on overcoming structural barriers, most notably the critical shortage of charging infrastructure and electrical grid capacity. It highlights that while electric buses can handle the city's steep slopes with specific mechanical adjustments, the current atomized operator model is incompatible with the required investment scale. The report proposes a transition based on the 'Licitación 2025' model, which separates assets from operation, and suggests a phased roadmap including the creation of a regional technical office and a dynamic demand model. It also draws lessons from international experiences in the Netherlands, China, Colombia, and Santiago, emphasizing the role of state-led land management and innovative financing to reduce CAPEX risks.

The document highlights the environmental and safety risks associated with the global trade of used vehicles, noting that between 2015 and 2018, 14 million light used vehicles were exported, with 80% going to low- and middle-income countries and over half to Africa. It asserts that vehicles with weak import regulations correlate with higher traffic mortality rates and contribute significantly to urban air pollution through PM2.5 and NOx emissions. The text calls for developed nations to stop exporting vehicles that fail environmental and safety inspections and for importing nations to adopt stricter quality standards to facilitate the acquisition of cleaner, safer fleets, including hybrid and electric options.