#EuropeanMarket

I cannot tell you the number of times I’ve gotten excited about the prospect of a new vehicle only to learn it’s going to limited to some lousy country where they don’t even bother to drive on the correct side of the street, have funny-sounding police sirens and/or happen to be involved in some other roadway debacle — like using the metric system on signs, just because it’s easier.

Meanwhile, nobody even seems to notice when we export our best automotive wares. Sure Europeans enjoy the Corvette’s mind-blowing performance and ability to absolutely devour highway miles at an unbeatable price (ignore the Euro-spec C8). But it probably lacks panache or the appropriate level of refinement (whatever the hell they’re looking for) and doesn’t accessorize with the sport coat and bare ankle look they seem so sprung on. Have you ever seen a Corvette in Europe? Of course, you haven’t. They almost never cracked 1,000 deliveries per year because the entire continent hates V8 engines.

Don’t fact check me on that last one because it’s irrelevant to the purposes of this article about petty revenge. All you need to know is that I was just informed that Nissan’s upcoming 400Z (name pending) won’t be available in Europe.

The European Union has approved a 3.2 billion-euro fund to promote the research and development of battery technology, with cash pouring in from Belgium, Finland, France, Germany, Italy, Poland and Sweden. While Brussels has been on an electrification push ever since Europe fell out of love with diesel, now may not be the best time to double down on EVs.

We recently covered China’s ailing automotive market, noting the poor performance of new energy vehicles (which fell by at least 40 percent vs the previous November). We’ve also covered a survey showing how eager the nation’s consumer base appeared to be to purchase them, with both writer and readership wondering how reliable those figures actually were. Our collective dubiousness appears to have been valid. Despite being the top region for EV sales, new data from Bernstein Research claims about 70 percent of the 1.2 million electric or gasoline-electric hybrid models sold in China over the past year went directly to government or corporate fleets. When the government started removing subsidies, sales plummeted with little private interest to soften the impact.

Europe may be on a vaguely similar path. While worldwide EV sales are up about 13 percent through October, sales in North America are down 2 percent (at 301,000 deliveries), with Europe rising 37 percent (to 395,000). That’s partially due to European cities being closer together (with more charging points between them), though most EU member states also offer various electric vehicle purchasing incentives and tax exemptions. They’ve likewise adopted stricter environmental rules that make EVs more appetizing to own in the future.

Unfortunately, the new Hyundai i30 N is, by all accounts, a terrific hot hatchback.

The i30, you’ll recall, is essentially the Hyundai Elantra GT that’s beginning to arrive in U.S. showrooms, a pleasantly tasty car in Sport trim.

But Hyundai’s new performance N sub-brand, headed up by former BMW dynamics sage Albert Biermann, is not yet America-bound. And while European critics broadly praise the i30 N — not just as “a pretty stunning first effort from Hyundai’s N division” but “up there with the best” competitors — and celebrate the availability of yet another viable performance car, the car will not make it across the pond.

It’s a Volkswagen Golf, only slightly smaller and with a more affordable price tag.

Isn’t this what you’ve always wanted?

Maybe not.

The 2017 Volkswagen Polo is a close relation to the Mk7 Golf Americans can get their hands on, and shares the MQB platform that underpins just about everything at the Volkswagen Group except the factories themselves. But in a U.S. market that’s increasingly willing to pay just a bit more for a larger car with essentially no degradation in real-world fuel economy, would the sixth-generation Polo stand a chance?

Probably not, especially given the speed at which subcompact cars are losing sales.

Toyota isn’t looking to buy just Google’s legged-robot R&D firm Boston Dynamics. The automaker also has its eye on another company under the Alphabet X nee Google X umbrella.

That, Volkswagen wants its own “Gigafactory”, and ACEA releases its 2016-2017 Automobile Industry Pocket Guide for your to nerd out on … after the break.

Europeans who are itching to saddle up the new 2015 Ford Mustang now know how much the price of admission will be to do so, and it’s quite the pretty penny.

While U.S. consumers can opt for a PHEV version of the Fusion or C-Max, European customers have had to look elsewhere.

This could change soon, however.

While hot hatches and hypercar hybrids caught the attention of everyone at the 2014 Paris Auto Show, senior executives for some of Europe’s major automakers warned all who would listen that potentially stronger greenhouse-gas regs could prove “fatal” to the European auto industry.

European customers will soon have another option on the table, as the 2015 Ford Focus ST turned up at the 2014 Paris Auto Show with diesel power.

In its fight against the big premium brands in Europe, Infiniti is calling upon some German-designed American firepower for its Japanese-made, Euro-market special Q50 sedan.

Re-appointed through 2018 last month by Renault-Nissan shareholders by a margin of 85 percent, CEO Carlos Ghosn has adjusted his sights on Volkswagen, General Motors and Toyota in an effort to take one of their spots as a member of the Global Three.

For European and Chinese customers awaiting the 2015 Volkswagen Passat B8, the following spy photos should hold them until the sedan’s debut at the 2014 Paris Auto Show in October.

Eight years after the Nissan Almera left Europe, the automaker is planning a return to the C-segment hatch market in October, with the overall goal of 5 percent overall European market share by the end of FY 2016 in mind.