Sixt is responding to a new initiative from the EU Commission, as the draft targets large vehicle fleets from 2030 onwards. This brings the ban on combustion engines for many new registrations within reach sooner, and at the same time, the available charging infrastructure will determine whether the electric fleet functions reliably in the rental business. (focus: 29.12.25)
Sixt relies on market logic instead of regulations
In an interview, Konstantin Sixt emphasizes that the EU Commission has only presented a proposal so far, but its significance is enormous. “The proposal would effectively mean a tightening of regulations, not a complete ban. According to the EU proposal, the phase-out of combustion engines would actually take effect for a large proportion of new vehicle registrations as early as 2030, instead of 2035, albeit in a different form.” For him, the ban on combustion engines thus becomes a genuine planning factor.
He calls for a debate because regulation affects not only technology, but also energy prices, supply chains, and investments. “Now, however, the whole picture is clear, which politicians and the public must critically discuss—as well as the economic and geopolitical consequences of the EU proposal,” he says, and he demands reliable impact assessments.
Quotas affect customers and companies alike
He cites the charging infrastructure as a major obstacle, because without reliable fast chargers, customers lose time and trust. He also describes a charging network that varies significantly regionally, and as a result, the electric vehicle fleet in the rental business falls short of its potential.
His stance on quotas remains firm, but it is not directed against technology. “Our position—supported by studies and customer surveys—is clear: quotas are counterproductive, and in a market economy, the customer should decide what they want to buy.” He therefore sees a risk of acceptance with a ban on combustion engines, because a gasoline ban via quotas feels like coercion if the implementation is not convincing.
The EU Commission must also consider the realities of costs, and this is precisely where he sees a risk to the speed of the transition. For electric fleets, it’s not just the purchase price that matters, but also the electricity tariff, because fleet mileage quickly adds up. The car rental company points to increasing availability and calls the electric fleet an advantage when purchasing, because economies of scale can lower prices.
Rental cars as a lever for acceptance
Many drivers first test the technology on vacation or business trips, and Sixt sees this as an opportunity for the market. “Rental cars can be a very good entry point into electromobility; we see ourselves as an ‘enthusiasm accelerator’ for electric cars,” he explains, referring to market research on subsequent purchases. If the experience is positive, the electric fleet in the private market grows, and charging infrastructure becomes less of a source of frustration.
For this effect to scale, the EU Commission must prioritize the fundamentals over rigid regulations. Sixt believes a ban on combustion engines is only feasible if the charging infrastructure is expanded at a consistent pace and electricity prices remain competitive. “If policymakers want to accelerate electromobility, they must first create the framework – especially a comprehensive fast-charging infrastructure and competitive electricity prices.” In Brussels, he urges, regulations should therefore trigger investment, not just set deadlines.