The G7 major economies “f[e]ll notably behind China and the rest of the world” in 2025 as the amount of wind and solar power being developed reached a new high, according to Global Energy Monitor (GEM).
A new report from the analysts says that the amount of wind and large-scale solar capacity being built or planned around the world reached a record 4,900 gigawatts (GW) in 2025.
This “pipeline” of projects has grown by 500GW (11%) since 2024, GEM says, with the increase “predominantly” coming from developing countries.
China alone has a pipeline of more than 1,500GW, equivalent to that of the next six countries combined: Brazil (401GW); Australia (368GW); India (234GW); the US (226GW); Spain (165GW); and the Philippines (146GW).
In contrast, GEM says that G7 countries – the US, UK, France, Germany, Italy, Canada, Japan – represent just 520GW (11%) of the wind and solar pipeline, despite accounting for around half of global wealth.
Diren Kocakuşak, research analyst for GEM, said in a statement that G7 countries risk “ced[ing] leadership” in what is a “booming growth sector”. He added:
“The centre of gravity for new clean power has shifted decisively toward emerging and developing economies. [In 2025] G7 countries, despite their wealth, fell notably behind China and the rest of the world in year-over-year prospective capacity growth.”
Moreover, while others have surged ahead, wind and solar plans in the G7 have remained largely unchanged since 2023, as shown in the chart below.
Of the 4,900GW of projects being built or planned and tracked by GEM, 2,700GW is wind and 2,200GW is large-scale solar.
However, the rate of expansion of the global pipeline for new wind and solar has slowed from 22% in 2024 to 11% last year, GEM says, with a more pronounced drop for wind projects. It adds that this was due to political barriers and a string of failed auctions.
For example, offshore wind subsidy auctions in Germany and the Netherlands in 2025 did not attract any bids, while an auction in Denmark was officially cancelled last year after there were no bidders at the end of 2024.
The report notes that the “growth trend of the prospective wind and [large]-scale solar pipeline is critical for meeting the COP28 commitment to triple renewable energy capacity by 2030, as the world enters the final five years of the implementation period”.
At COP28 in 2023, countries committed to tripling renewable energy capacity globally by 2030 from an unspecified baseline, generally assumed to be 2022.
According to the International Renewable Energy Agency (IRENA), the world would need to complete an average 317GW of wind and 735GW of solar capacity every year to reach this target.
Some 758GW of wind and large-scale solar was under construction in 2025, GEM says, with around three-quarters of this in China and India.
Both countries saw a reduction in the amount of electricity generated from coal last year, according to a separate recent analysis for Carbon Brief.
Note that GEM’s report predominantly uses data from its Global Solar Power Tracker and the Global Wind Power Tracker, the first of which only includes solar projects with a capacity of 1 megawatt (MW) and the latter with a capacity of 10MW or more.
The post G7 ‘falling behind’ China as world’s wind and solar plans reach new high in 2025 appeared first on Carbon Brief.
G7 ‘falling behind’ China as world’s wind and solar plans reach new high in 2025
For the first time, new-energy vehicles (NEVs) made up 67% of new car sales in China in September, according to the latest data from the China Passenger Car Association (CPCA).
The figures show that NEVs, which include battery electric cars and plug-in hybrids, captured a record share of sales, even though fewer were sold than last year.
This is because sales of combustion-engine cars are falling steeply, a trend that the CPCA has attributed to rising petrol prices following the start of the Hormuz crisis.
Indeed, sales of fuel-only cars were down 31% year-on-year in the first nine months of 2026, with plug-in hybrid sales down 26% – whereas battery EV sales were only down 4%.
One analyst tells Carbon Brief that China’s rapidly growing EV fleet has offset demand for 143m barrels of oil since the start of the Hormuz crisis.
Another says that the crisis is “reinforcing China’s electrification of road transport”.
Meanwhile, amid slowing domestic sales, Chinese carmakers’ exports of NEVs more than doubled [in 2026 to date / in September] from a year earlier.
NEV record
A record two out of every three cars sold in September in China were NEVs, according to CPCA data, as shown in the figure below.
(NEVs predominantly include battery electric vehicles – BEVs – and plug-in hybrids – PHEVs. BEVs only run on electricity, whereas PHEVs also have a combustion engine.)
This marks a rapid rise for NEVs from just 6% of new car sales in 2020 up to 58% in 2026 to date – and a record 67% in the month of September.
This year, NEVs’ share of sales has also bounced back from a low of 39% in January, after the full purchase tax exemption that had been in place for more than a decade came to an end in December 2025.
The gain in NEV share in 2026 has come amid a slowdown across the wider domestic passenger-car market, which has hit sales of combustion-engine vehicles particularly hard.
This September, passenger-car retail sales across all categories declined, with overall sales volumes falling 28% year-on-year.
The contraction was led by combustion-engine vehicles, which saw sales fall 43% year-on-year in September and 31% in 2026 to date.
However, sales of PHEVs also fell by 36% year-on-year in September and by 26% in 2026 to date. By comparison, BEVs performed better, although sales still declined 8.5% from a year earlier in September and 4% in 2026 to date.
As a result, NEV sales overall fell by 17% in September and 13% in 2026 to date.
While the market changes in 2026 to date were particularly dramatic, they reflect a broad continuation of trends seen over the past decade.
Indeed, sales of combustion-engine cars in China peaked in 2017 and they have been declining ever since, shown in the figure below.
Impact of Hormuz
Part of the reason for the advance of NEVs in 2026, said Chinese technology news outlet OFweek, was petrol cars “giving up market share” as they were outperformed by electric alternatives.
Cui Dongshu, secretary-general of the CPCA, cited higher petrol prices as an explanation for September’s weak combustion-car sales, in comments to financial news outlet National Business Daily.
Imports of oil into China in January-September have fallen 15% compared to 2025, equivalent to 470m barrels, as ongoing conflict tightened supply and drove up prices.
China’s passenger-car NEV fleet has displaced 143m barrels of oil so far during the strait of Hormuz crisis, Euan Graham, senior energy analyst at thinktank Ember, tells Carbon Brief.
EVs “accounted for 12% of the decrease in China’s oil use post-Hormuz”, according to an estimate provided to thinktank the Brookings Institute by an unnamed analyst.
Erica Downs, a senior research scholar at Columbia University’s Center on Global Energy Policy, tells Carbon Brief that the strait of Hormuz crisis and higher oil prices are “reinforcing China’s electrification of road transport”.
She says the “world’s largest oil supply disruption” vindicates China’s early bet on EVs, which was partly driven by concerns about oil-supply security.
NEV demand down
Nevertheless, NEV sales have fallen year-on-year, albeit at a slower rate than overall car sales. The growth in NEV market share has also been decelerating.
Zhang Yichao, a partner at consulting firm AlixPartners, tells Carbon Brief that NEVs benefit from government trade-in policies and a “strong pipeline” of new models, particularly those involving innovation.
He says these factors help explain why NEVs sales have fallen at a slower rate to their combustion-car counterparts.
Cui told the state-run China National Radio that the fall for NEVs and for cars overall in September 2026, is also due to a high baseline of sales from the same month in 2025, as well as changes to trade-in policies and disruptions from the holiday period.
Other factors, says consulting firm Wood Mackenzie, are the weakened demand due to “demand pull-forward” in 2025 caused by the end of subsidies, as well as “tighter financing conditions”.
Zhang tells Carbon Brief he does not “see much more room ahead” for further growth in NEVs’ market share.
He adds that, in his view, their share in China is unlikely to exceed 80%, as some premium-market segments and specific use cases will continue to require combustion-engine vehicles.
Exports surge
Meanwhile, while domestic NEV retail sales fell 17% in September 2026, exports more than doubled, increasing 164% year-on-year, according to the CPCA.
This extends the decline in domestic sales and very strong growth in exports seen across 2026 to date, as shown in the figure below.
In September, 1,084,000 NEVs were sold domestically in China, while 558,000 NEVs were exported.
Exports are becoming increasingly important to Chinese carmakers, in the face of weaker domestic demand and cut-throat industrial competition.
The CPCA says exports have become “a core priority” for some carmakers.
However, the surge in exports from China has created concern in the EU, which has placed tariffs on imports of EVs from China and recently agreed plans to cut imports of hybrids.
Countries including Mexico and Turkey have also placed tariffs on Chinese EV imports.
At the same time, the Chinese government is putting policies in place that might be expected to disincentivise exports, such as cutting VAT export rebates.
Analysts differ on what impact this policy shift will have, with some saying it will be limited, while others believe it could cause the price of exported cars to rise.