Stellantis Pivots To Diesel – What That Means For Europe’s EV Future

In what has to be one of the most predictable and sensible corporate U-turns of the decade, Stellantis  – the sprawling auto umbrella that owns Vauxhall, Peugeot, Citroën, Fiat, Alfa Romeo, Jeep and a dozen other brands — is quietly bringing diesel engines back to life across Europe.

The strategic pivot comes after the company was forced to swallow a staggering £19 billion ($24 billion-plus) hit from its rushed electric vehicle gamble, causing the world’s fourth-largest automaker to decide maybe, just maybe, customers know what they want better than Brussels bureaucrats and Davos visionaries.

Starting late last year, Stellantis began reintroducing diesel powertrains in at least seven models: the Peugeot 308 hatchback, the premium DS 4, the Opel Astra, commercial and passenger vans like the Opel Combo, Peugeot Rifter and Citroën Berlingo, plus continued diesel options in Alfa Romeo’s Tonale, Stelvio and Giulia, and the DS7 SUV. Company spokesmen put it plainly: “We have decided to keep diesel engines in our product portfolio and — in some cases — to increase our powertrain offer. At Stellantis, we want to generate growth; that’s why we are focused on customer demand.”

Translation: The EV sales slump isn’t a temporary blip. It’s a market rejection, plain and simple.

Stellantis CEO Antonio Filosa was even more direct when announcing the massive impairment charges earlier this month. The £19 billion write-down, he said, “largely reflect[s] the cost of over-estimating the pace of the energy transition that distanced us from many car buyers’ real-world needs, means and desires.” Man, nobody could’ve seen that coming – if only someone had warned him that would happen!

Europe’s diesel market share cratered from roughly 50 percent in 2015 to just 7.7 percent last year, thanks to the post-Dieselgate hysteria and relentless regulatory pressure. EVs clawed their way to 19.5 percent of new sales, but that wasn’t nearly enough to offset the collapse in traditional powertrains or satisfy the arbitrary 2030 all-EV targets Stellantis and its peers once embraced. Sales for the company in Europe fell 3.9 percent in 2025 after a 7.3 percent drop the year before. Customers simply refused to trade their practical, affordable, long-range diesels for expensive battery-powered contraptions that struggle in cold weather, take hours to “refuel,” and cost a fortune to insure and repair.

The irony is thicker than an EU central planner’s head. With Chinese EV makers flooding the market with cheap, subsidized EVs and hybrid options, Stellantis is using diesel as a competitive moat — because nothing the Chinese are shipping right now can match a modern, clean diesel for torque, range and towing capacity on a long European motorway haul.

One analyst at CarGurus noted, diesel “still makes sense for car buyers that need to drive long distances without refueling or who need more power to tow trailers.” But the truth is that diesel makes sense for all driving needs unless you cling to the global climate alarm religion whose dogma dictates that atmospheric plant food is some sort of global thermostat that humans can and must control.

This reversal comes as the EU itself waters down its draconian emissions targets, and the Trump administration in Washington repeals Biden-era tailpipe rules that were never grounded in engineering reality anyway. The message from the market could not be clearer: You cannot command consumer behavior into existence with subsidies, mandates and virtue-signaling press releases.

Here in the United States, the same reality is playing out. Ford has slashed Mustang Mach-E production, GM has idled EV assembly lines, and Stellantis itself has walked back its own 50-percent EV sales goal for America by 2030. The Inflation Reduction Act’s lavish taxpayer bribes are long gone, and suddenly the “inevitable” transition looks a lot like a very expensive detour.

I’ve been writing about this for years at the Daily Caller. The physics and economics of battery technology have never supported the timelines politicians demanded. Lithium-ion batteries remain expensive, heavy, fire-prone and dependent on supply chains dominated by adversarial nations. The industry has never solved for issues and limiters that have plagued EVs for more than a century. And most importantly, working families and small businesses prioritize reliability and affordability over performative environmentalism.

If the era of government forced EV mania is ending, that is great news for everyone, whether they realize it or not.

David Blackmon is an energy writer and consultant based in Texas. He spent 40 years in the oil and gas business, where he specialized in public policy and communications.

The views and opinions expressed in this commentary are those of the author and do not reflect the official position of the Daily Caller News Foundation.

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