Wir steuern mit hoher Geschwindigkeit auf eine elektrische Zukunft zu. Fossile Brennstoffe und Verbrennungsmotoren sollen der Vergangenheit angehören – sehr zum Missfallen von Öl-Konzernen und Teilen der Autoindustrie. Vieles deutet darauf hin, dass große Autohersteller gemeinsam mit Mineralöl-Konzernen seit Jahren Hunderte Millionen in Medien investierten, um die Elektroauto-Revolution auszubremsen. Dabei versuchen sie, E-Autos in der Öffentlichkeit schlechter als Verbrenner darzustellen, weil sie weiter Geld mit Benzin und Diesel verdienen wollen.
The extent of lobbying and financial influence
The financial power of the auto and Oil industry is immense – built on more than a century global dependence. As governments increasingly enact regulations to move away from fossil fuels in response to the climate crisis, the business models of these industries are coming under pressure. The response: millions are being invested to influence policymakers and To weaken the climate regulations.
According to a Analysis of WARC, einem internationalen Analyseunternehmen für Werbung und Marketing, gab die Automobilindustrie 2024 weltweit 56.8 billion US dollars for advertising. Ironically, a large portion of this advertising was on Electric cars aligned. At the same time, lobbying increased significantly.
Alone in the USA invested the automotive industry between 2019 and 2023 overall 183 million Dollars in federal lobbying. In the first half of 2024, an additional 45 million dazu. Zum Vergleich: Für Werbung gab die Autobranche in den USA 2024 rund 14,3 Milliarden US-Dollar aus. Ein großer Teil dieser Aktivitäten zielte darauf ab, pro-Elektroauto-Regulierungen abzuschwächen oder hinauszuzögern.
In Europe as well fossil lobby groups have considerable influence. The seven largest oil companies in the world, in 2024, worked through more than 50 organizations, conducted over 1,000 meetings with the European Commission and gave almost 64 million euros for lobbying. According to Transparency International, around 66 percent these meetings with measures taken by the Green Deal – including, in particular, the transition from the internal combustion engine to the electric car.
Manipulative campaigns against electric cars
In addition to classic lobbying, the auto and oil industries also engage in targeted manipulation. This doesn't always involve openly rejecting electric cars. Often, it's enough to sow doubt or portray climate policy as an attack on personal freedom to present. Precisely this method is evident in several concrete campaigns.
An example comes from the USA. The American association Fuel & Petrochemical Manufacturers, shortly AFPM, launched 2024 one multi-million dollar campaign against stricter emissions rules from the US Environmental Protection Agency (EPA). The campaign spoke of an alleged „Gas Car Ban“, so a ban on gasoline cars.
In commercials, text messages, and on billboards, the impression was given that the government wanted to take people's cars to take away. However, fact checks came to a different conclusion. The EPA rules prohibited No gasoline cars, but set stricter limits for new vehicles. Manufacturers could continue to sell combustion engines, but had to offer cleaner models overall.
A second example was provided by the Australian car lobby. The Federal Chamber of Automotive Industries, or FCAI for short, warned 2024 allegedly massive price increases due to new efficiency standards. Part of it was up to 13.000 Australian inflation: Surging costs for popular pick-ups and SUVs. Tesla subsequently out of the association and accused the FCAI of „demonstrably false claims.“.
A third example concerns Toyota and hybrid cars. The company advertised for years with terms like „self-charging hybrid“and„electrified“. That sounds like an electric car, but in many cases it still means Internal combustion engine vehicles.
Wenn Medien zum Sprachrohr der Autolobby werden
Manipulative Kampagnen gegen Elektroautos entfalten ihre Wirkung erst, wenn sie Reichweite bekommen. Genau hier wird die Rolle der Medien problematisch. Denn Autohersteller und Ölkonzerne richten ihre Lobbyarbeit, aber nicht nur an politische Entscheidungsträger:innen. Sie versuchen auch, die öffentliche Meinung zu beeinflussen. Über Werbung und Kampagnen, die Elektroautos als teuer, unpraktisch oder politisch aufgezwungen darstellen.
Viele Verlage stehen wirtschaftlich unter Druck und sind auf Werbung angewiesen. Gleichzeitig verfügt die Autoindustrie über enorme Werbebudgets: Weltweit gab sie 2024 rund 56,8 Milliarden US-Dollar für Werbung aus.
Für Medienhäuser sind Autohersteller, Mineralölkonzerne und Mobilitätsunternehmen deshalb besonders wichtige Anzeigenkunden. Das bedeutet nicht, dass jede Berichterstattung gekauft ist. Aber es schafft häufig einen Interessenkonflikt.
Wie nah manche Automedien an den Erzählungen der Industrie liegen, zeigt ein Kommentar von Auto Motor und Sport zum EU-Verbrenner-Aus. Schon die Überschrift „Nebelbomben ahnungsloser Bürokraten“ setzt ein klares Framing. Klimapolitik erscheint darin nicht als notwendige Emissionsregulierung, sondern als planloser Eingriff inkompetenter Politik.
Selbst das Titelbild folgt dieser Erzählung: Ein leidender Mann, ein durchgestrichener Motor und eine EU-Flagge, alles in düsteren Grautönen gehalten. So wird Klimapolitik visuell als Verbot, Niedergang und persönliches Leid inszeniert. Auch im Text wird das EU-Ziel als „Verbot des Verbrenners“ beschrieben und betont, dass Hersteller „strafend zur Kasse“ gebeten werden. Genau solche Begriffe passen zu den Kampagnen der Autolobby.
Dazu kommen Automobilclubs mit eigener Medienmacht. Die ADAC-Motorwelt erreichte 2024 laut Eigenangabe run 6,79 Millionen Leser:innen und war damit die Nummer eins unter den Publikumszeitschriften in Deutschland. Solche Publikationen sind keine kleinen Fachblätter, sondern reichweitenstarke Medien, die mit Tests, Ratgebern und Kommentaren prägen, wie Millionen Menschen über Autos und Klimapolitik denken.
Wenn dort Elektroautos, vor allem als teuer, unpraktisch oder unausgereift erscheinen, verstärkt das jene Zweifel, von denen Auto- und Ölindustrie wirtschaftlich profitieren.
How lobbying changes EU policy
The effects of this influence are already visible. In March 2023, the EU decided on rules that will reduce CO2 emissions from new cars by 100 percent foresaw – de facto the end of new combustion engines. But at the end of 2025, the EU Commission proposed to adjust the 2035 target to 90 percent to be flexible; for now, the 100 percent target remains binding.
Lobbying played a central role in this about-face. According to Corporate Europe Observatory and LobbyControl Big Tech lobbying groups alone spending more than 14 million euros in 2025 to influence the EU Commission.
At the center of these efforts is the powerful German automotive lobby. The German Association of the Automotive Industry (VDA) invested 2025 fast 800,000 Euros in lobbying the EU. Therefore financed 121 high-level meetings with EU officials.
BMW gave approximately 2.2 million Euro off, took part 155 meetings part and employed 19 Lobbyists. Volkswagen and Mercedes-Benz jointly invested around 5 million Euro - enough for 272 Meetings and the equivalent of 80 full-time lobbyists.
Lobbyists are supposed to influence political decisions – and they are extremely successful at it. The VDA's ten-point plan from 2025 called for, among other things, looser emissions targets, „technology openness,“ and stronger support for hybrid vehicles and hydrogen technologies.
Especially important: The VDA expressly requested, to lower the target of 100 percent emissions reduction to 90 percent. Only a few months later – after numerous high-level discussions within the EU Commission – the industry got exactly that, what she wanted.
Are the industry's demands realistic?
The industry argues for flexibility and competitiveness. Car manufacturers are demanding less strict EV regulations, more scope for hybrid technologies, and special rules for alternative fuels like hydrogen. However, many of these proposals are controversial from a climate perspective. Hydrogen is often seen as clean alternative represented, however, its production continues to cause high emissions. The production of just one kilogram of hydrogen can take around ten kilograms of CO2 release.
Another key demand concerns public investment in Charging infrastructure. The industry demands state-funded charging networks and lower electricity costs. While the lack of infrastructure is indeed a problem, given the Wins For the industry, this demand seems questionable.
Volkswagen, BMW, and Mercedes-Benz achieved 2025 together profits of around 24.4 billion euros. At the same time, the global automotive market will reach approximately 2.35 trillion euros estimated. Many of the industry's problems—such as high EV prices or insufficient charging infrastructure—could theoretically be solved by the companies themselves through increased investment.
Europe and the USA are falling behind China
Despite high demand, electric cars are developing slower than expected in Europe and the US. According to a European Investment Bank Survey from the year 2022, almost 70 percent Europeans will buy an electric or hybrid car next. However, this demand is only partially reflected in actual sales so far.
China zeigt einen deutlichen Gegenentwurf und ist inzwischen zum globalen Marktführer bei Elektroautos geworden. Gründe dafür sind günstigere Preise, eigene Batterie- und Teileproduktion sowie ein massiver Ausbau der Ladeinfrastruktur. Ein entscheidender Faktor ist der Price. In China, the BYD Seagull depending on the conversion and version at around 8,200 to 8,900 Euros. Comparable vehicles usually cost in Europe 20,000 Euros or more.
This is also because Chinese manufacturers often [use/manufacture/source] batteries and semiconductors self produce – which reduces costs and makes production more efficient. Also with charging infrastructure China far ahead. In March 2026 the country had over more than 21 million Charging points – an increase of almost 47 percent within one year.
For comparison, in the EU there were End of 2024, approximately 1 million Public charging stations. By 2030, there should be 3.5 million will. The European Commission is investing heavily through its „Connecting Europe Facility“ in new charging infrastructure. In 2024, it allocated 1 billion euros ready. The European auto industry is also investing—though nowhere near on the same scale as the EU. At the same time, it is spending millions to weaken the very regulations intended to accelerate the expansion.
One could argue that many manufacturer complaints—such as about a lack of demand or missing infrastructure—could be partially resolved by stronger self-investment and more affordable models. The result is a widening competitive gap. Even the VDA now admits that Europe urgently needs to catch up in international competition. Nevertheless, lobbying efforts have so far focused more on weakening rules instead of the Accelerate walking.
Lobbying and Political Influence in the USA
A similar conflict is also evident in the US. The Joe Biden administration planned to reduce emissions from Cars until 2032 to halve – which would have required a massive expansion of electric cars and charging infrastructure. But then came Donald Trump, a close ally of the oil and auto industries. On his first day in office, Trump signed an executive order to undo key climate goals of the Biden administration Undo to make.
The financial proximity to industry is obvious:
- Fossil fuel companies donated $96 million for Trump's 2024 reelection campaign.
- Big Oil additionally invested around $243 million in lobbying efforts towards Trump and Congress.
- The automotive industry contributed around 5.3 million Dollar at Trump's inauguration.
Industry-aligned campaigns also shaped public debate. The American Fuel & Petrochemical Manufacturers led a major lobbying and PR campaign, the electric car rules as Attack on personal freedom represented. This narrative proved politically effective - and helped to push back stricter emissions targets.
What is at stake for the climate?
After a Analysis of the Organization Transport & Environment could the relaxed standards by 2050 around 720 million tons additional CO2 emissions, for example 10 percent more than in the current scenario.
At the same time, the long-term advantages of electric cars are likely to continue to increase. According to European Environment Agency could improvements in batteries and cleaner electricity generation reduce the lifecycle emissions of electric vehicles by 2050 at least 73 percent lower.
These numbers show what current political decisions are really about. The transition to electromobility brings economic challenges – but a delay causes massive environmental costs.
A conflict between profit and transformation
It comes as no surprise that the automotive industry is resisting rapid electrification. It is one of the most profitable industries global economy and is closely tied to the interests of Fossil fuels intertwined. The status quo protects these gains.
But the dimension of lobbying – hundreds of millions of euros and dollars per year – raises fundamental questions about influence and democratic control. Decisions about the future of global emissions are heavily influenced by industries with a direct financial interest in the outcome.
The farewell to the internal combustion engine will not be easy. However, the data suggest that it is necessary and technically feasible. Whether governments willlong-term ecological stability or kurzfristige wirtschaftliche Interessen priorisieren, hängt auch davon ab, wie sie mit dem permanenten Druck der Lobbyisten umgehen. Derzeit scheint dieser Druck die gewünschten Ergebnisse für die Autolobby zu liefern.
Auf gut Deutsch: Der Rückstand Europas in Sachen Solar/E-Autos erklärt sich auch zu einem guten Teil aus der Korruption bzw Geldgier der Medienbesitzer.
Medien finanzieren sich fast nur über Inserate und wenn die Öl-Industrie und Auto-Industrie zahlen, ist klar, dass die Medien in deren Sinn schreiben.