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The automobile has always been much more than a means of transportation: it's an investment, a work tool, and, for many, an essential part of daily life. But the modern car—and especially the electric car—has changed radically. It's no longer a mechanical machine. It's essentially a computer on four wheels, with software that controls everything.
Today's vehicles operate under the command of complex software systems. This software determines the power delivered by the motor, manages the battery, controls traction, regenerative braking, and dozens of other parameters. Manufacturers can update it remotely, just like we update apps on our phones.
The problem? If that software fails, the car won't work. And only the manufacturer—or an authorized repair shop—can fix it. The neighborhood mechanic who could fix any problem with his hands and a few tools is a thing of the past.
The dependence on the manufacturer is no longer limited to physical spare parts. It encompasses control software, security updates, remote diagnostics, and compatibility with new infrastructure. This dependency extends throughout the vehicle's entire lifespan: potentially decades.
In 2024, the Californian company Fisker went bankrupt and declared insolvency. Its customers, who had purchased one of its electric vehicles trusting in a promise of modern technology, suddenly found themselves with a four-wheeled object that could not receive updates, technical support, or official repairs. In practice: a car that became premature scrap.
This is not an isolated case. It is a serious warning of a problem that is going to grow.
China currently has more than 70 electric vehicle manufacturers. Most are completely unknown in Europe and the United States. They compete with aggressive pricing and surprising performance, and some have already begun to enter Western markets.
The logic of the market is relentless: when the sector matures and consolidates, fewer than 20 of these companies are likely to survive. What will happen to the owners of cars from the brands that disappear? Who will update their software? Where will they find spare parts? Will they be able to legally continue driving a vehicle that fails its roadworthiness test?
And this isn't just a Chinese problem. It would be a mistake to think that this risk is exclusive to emerging Asian manufacturers. Any company, regardless of its size or age, can go bankrupt. Business history is full of seemingly indestructible giants that vanished. In the electric vehicle sector, with its tight margins and fierce competition, this risk is especially high.
Europe and the United States are not immune. Promising but financially fragile startups can disappear before their first buyers have recouped their investment.
This is the heart of the problem: there is no clear legal framework to protect consumers if their car manufacturer disappears. There is no obligation to deposit the software's source code with third parties, nor to guarantee access to spare parts for a minimum number of years, nor to ensure that independent workshops can service the vehicle.
Governments must act. Regulations must require, at a minimum, that manufacturers guarantee technical and software support for a reasonable period—or that this support be safeguarded in a way that allows for its transfer if the company goes out of business. The longer this regulation is delayed, the greater the number of citizens who will be harmed.
Buying an electric car today is a smart decision for the planet. But it must also be a smart decision for the buyer's wallet and legal security. And that, as things stand, is not guaranteed.
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