Europe EV Prices 2026
By Axis Intelligence Research
Co-author: Aidan Jad, EV & Clean Energy | Last updated: September 9, 2026 | License: CC BY 4.0
The average new battery-electric car in the European Union sold for 42,700 euros in 2025, down 1,800 euros on 2024 and the first annual fall since 2020. Against national minimum wages, that same car costs 68.9 months of gross pay in Bulgaria and 15.8 months in Luxembourg, a 4.36-fold affordability spread inside one single market.
Quick Answer
Europe’s electric car prices are falling and its electric car affordability is not converging. The EU average battery-electric transaction price fell 4% to 42,700 euros in 2025, and upfront cost parity with petrol has already been reached in the three largest segments. But Axis Intelligence Research finds that the average EU electric car costs 68.9 months of gross minimum wage in Bulgaria against 15.8 in Luxembourg, and that this single affordability measure explains 59.8% of the variance in national battery-electric market share across the 22 EU markets with a statutory minimum wage. Price is falling. The price barrier is not falling evenly.
Key Findings
- According to Transport & Environment’s 2026 EV progress report, the average battery-electric car price in the EU fell by 1,800 euros (4%) to 42,700 euros in 2025, the first decline since 2020, and B-segment prices fell 13%, or 4,600 euros, in the same year.
- Axis Intelligence Research finds that the EU average battery-electric car costs 68.9 months of gross minimum wage in Bulgaria and 15.8 months in Luxembourg, a 4.36-fold spread on the Axis Battery-Electric Affordability Months measure.
- Axis Intelligence Research finds that affordability measured this way explains 59.8% of the cross-country variance in battery-electric market share across 21 EU markets, rising to that level once Malta is separated as a small-volume outlier.
- According to the International Council on Clean Transportation, battery-electric cars had already reached upfront price parity with petrol equivalents in the three largest car segments in 2025, on price data covering 100,000 vehicles in Germany, while inflation-adjusted petrol car prices rose 2% between 2020 and 2025.
- Axis Intelligence Research finds that the 2025 price fall was achieved against an upward drift of roughly 2,500 euros from continued vehicle upsizing, since the two disclosed downward drivers totalled 4,300 euros while the observed decline was 1,800 euros.
How Much Does an Electric Car Cost in Europe in 2026?
The single most useful number comes from a full-year analysis of EU registrations rather than from a manufacturer price list. Transport & Environment’s 2026 EV progress report, published 12 March 2026, puts the average battery-electric car price in the EU at 42,700 euros for 2025.
| Metric | Value | Period | Source |
|---|---|---|---|
| EU average BEV price | 42,700 EUR | 2025 | Transport & Environment |
| Change on 2024 | −1,800 EUR (−4%) | 2024 to 2025 | Transport & Environment |
| Implied 2024 average | 44,500 EUR | 2024 | Axis calculation on T&E data |
| Change since 2020 | +5,000 EUR (+13%) | 2020 to 2025 | Transport & Environment |
| Implied 2020 average | 37,700 EUR | 2020 | Axis calculation on T&E data |
| B-segment price change | −13% (−4,600 EUR) | 2025 | Transport & Environment |
| Affordable BEV share of BEV sales | 6% (from 3%) | 2025 | Transport & Environment |
Source: Transport & Environment, EV progress report 2026, retrieved 9 September 2026. Implied levels are Axis Intelligence Research calculations from the published change values.
Two of those rows deserve to be read together, because most coverage reports only the first. Prices fell in 2025. Prices are still 5,000 euros above where they sat in 2020, and the reason is not battery chemistry. T&E attributes 15,500 euros of upward pressure since 2020 to the shift toward larger vehicles and larger packs, against 10,500 euros of downward pressure from component and battery cost reduction. Net: plus 5,000. Without the size shift, the same analysis puts the average at 33,100 euros, roughly 22.5% below the actual figure.
Aidan Jad: The pack-cost curve did its job and the product planners spent the proceeds. That is the whole story of European EV pricing between 2020 and 2024, and it is why “batteries got cheaper so EVs got cheaper” was never true here. A 77 kWh pack in a two-tonne crossover absorbs every euro the cell chemists save and then asks for more. What changed in 2025 was not the curve; it was that a compliance deadline forced small cars back onto the price list. Regulation moved the sticker, not physics.
What Drove the 2025 Price Fall
T&E separates the 2025 decline into two disclosed components: the growing share of affordable models, which cut the average by 2,400 euros, and lower component costs, economies of scale and learning effects, worth a further 1,900 euros.
Those two sum to 4,300 euros. The observed fall was 1,800 euros.
Axis Intelligence Research finds that the difference implies roughly 2,500 euros of continued upward drift from vehicle mix in 2025, calculated as 4,300 minus 1,800. Formula and inputs are in the methodology section, and both inputs are T&E figures rather than ours. Read plainly, the affordable-model wave in 2025 was strong enough to overcome the upsizing trend but not by much, and the trend itself has not reversed.
The clearest case sits in the B-segment. A 13% fall worth 4,600 euros implies a 2024 B-segment average near 35,400 euros and a 2025 average near 30,800 euros, an Axis Intelligence Research calculation from the published percentage and absolute change. That is the segment where the Citroen e-C3 and Renault 5 landed, and it is the segment the EU’s own affordable-car policy debate is aimed at.
Have Electric Cars Reached Price Parity With Petrol in Europe?
In the segments that carry most of the volume, yes, and the evidence is now transaction data rather than list prices.
The International Council on Clean Transportation’s EV Transition Check 2026, released 7 September 2026, reports that upfront costs of battery-electric cars reached parity with petrol cars in the three largest car segments in 2025, based on price data from 100,000 vehicles in Germany, the largest European market.
| Metric | Value | Period | Source |
|---|---|---|---|
| BEV upfront cost change, Germany, inflation and feature adjusted | −18% | 2020 to 2025 | ICCT |
| ICE upfront cost change, Germany, same basis | +2% | 2020 to 2025 | ICCT |
| Global battery cost change | −35% | 2020 to 2025 | ICCT |
| BEV operating cost advantage, mixed private and public charging | −33% | 2025, EU | ICCT |
| BEV operating cost advantage, public charging only | −28% | 2025, EU | ICCT |
| ICE energy cost change | +12% to +36% | early 2026 | ICCT |
Source: International Council on Clean Transportation, EV Transition Check 2026, published 7 September 2026, retrieved 9 September 2026.
The 20-point swing between minus 18% and plus 2% is the number that will matter in 2027 pricing debates. Electric prices fell while petrol prices rose, on the same adjusted basis, in the same market, over the same five years. That is convergence from both directions.
T&E and ICCT disagree on framing and Axis Intelligence Research is not going to reconcile them, because the disagreement is real and informative. T&E measures EU-wide average transaction prices across all segments and finds parity reached in segments D and E in 2024, with A, B and C reaching it by 2030 if the 2030 CO2 target holds. ICCT measures German segment-level prices adjusted for vehicle characteristics and finds parity already achieved in the three largest segments in 2025. A sales-weighted EU average is dragged upward by the premium mix; a characteristic-adjusted segment comparison is not. Both are correct about what they measure. Published side by side, they say something neither says alone: the average electric car is still more expensive than the average petrol car, while a like-for-like electric car in the most popular segments is not.
Aidan Jad: Parity is a comparison, and comparisons have rules that mostly go unstated. Adjust for range, power and equipment and the electric car wins in Germany today. Compare the two averages that actually roll off European forecourts and it does not, because the electric mix skews premium and the petrol mix skews small. Buyers do not shop adjusted. They shop what is on the lot with a monthly payment attached, which is why the segment mix on offer decides the affordability question long before the cost curve does.
Which European Country Has the Least Affordable Electric Cars?
Every price comparison above is a euro figure. A euro figure means something different in Sofia than in Luxembourg City, and no published European EV price series adjusts for that. So Axis Intelligence Research built the measure that does.
Introducing BEAM: Battery-Electric Affordability Months
BEAM (Battery-Electric Affordability Months) expresses the EU average new battery-electric car price as the number of months of national gross minimum wage required to cover it.
| Component | Input | Source | As of |
|---|---|---|---|
| Numerator | EU average new BEV price, 42,700 EUR | Transport & Environment | 2025 |
| Denominator | National gross monthly minimum wage, EUR | Eurostat, earn_mw_cur | 1 January 2026 |
BEAM = EU average new BEV price ÷ national gross monthly minimum wage
A companion reading, BEAM-25, substitutes the 25,000 euro base price that T&E and the EU’s affordable-car policy debate both use as the threshold for an affordable battery-electric model. It answers a different and more immediate question: how far out of reach is the cheapest tier, not the average one.
Minimum wage is the denominator on purpose. Median disposable income describes the household that already owns a car; the statutory minimum describes the floor of the new-car market, which is exactly the population that the EU’s small affordable e-car proposals are written for. It is also published twice a year for all 22 EU countries that have one, in euro, by a single statistical authority, which makes the index reproducible by anyone. The five EU countries without a statutory minimum wage, where pay floors sit in sectoral collective agreements, cannot be scored on the same basis and are reported separately below rather than estimated.
Europe EV Affordability Ranking 2026: 22 EU Markets
| # | Market | Minimum wage, EUR/month | BEAM (months) | BEAM in years | BEAM-25 (months) | BEV share H1 2026 |
|---|---|---|---|---|---|---|
| 1 | Bulgaria | 620 | 68.9 | 5.7 | 40.3 | 7.82% |
| 2 | Latvia | 780 | 54.7 | 4.6 | 32.1 | 7.39% |
| 3 | Romania | 795 | 53.7 | 4.5 | 31.4 | 8.52% |
| 4 | Hungary | 838 | 51.0 | 4.2 | 29.8 | 10.01% |
| 5 | Estonia | 886 | 48.2 | 4.0 | 28.2 | 6.18% |
| 6 | Slovakia | 915 | 46.7 | 3.9 | 27.3 | 6.16% |
| 7 | Czechia | 924 | 46.2 | 3.9 | 27.1 | 6.65% |
| 8 | Malta | 994 | 43.0 | 3.6 | 25.2 | 38.34% |
| 9 | Greece | 1,027 | 41.6 | 3.5 | 24.3 | 6.29% |
| 10 | Croatia | 1,050 | 40.7 | 3.4 | 23.8 | 4.03% |
| 11 | Portugal | 1,073 | 39.8 | 3.3 | 23.3 | 25.32% |
| 12 | Cyprus | 1,088 | 39.2 | 3.3 | 23.0 | 12.58% |
| 13 | Poland | 1,139 | 37.5 | 3.1 | 21.9 | 5.28% |
| 14 | Lithuania | 1,153 | 37.0 | 3.1 | 21.7 | 7.68% |
| 15 | Slovenia | 1,278 | 33.4 | 2.8 | 19.6 | 16.50% |
| 16 | Spain | 1,381 | 30.9 | 2.6 | 18.1 | 9.76% |
| 17 | France | 1,823 | 23.4 | 2.0 | 13.7 | 28.18% |
| 18 | Belgium | 2,112 | 20.2 | 1.7 | 11.8 | 36.10% |
| 19 | Netherlands | 2,295 | 18.6 | 1.6 | 10.9 | 36.49% |
| 20 | Germany | 2,343 | 18.2 | 1.5 | 10.7 | 24.79% |
| 21 | Ireland | 2,391 | 17.9 | 1.5 | 10.5 | 23.66% |
| 22 | Luxembourg | 2,704 | 15.8 | 1.3 | 9.2 | 29.22% |
Ranked from least to most affordable. Source: Axis Intelligence Research calculation on Eurostat minimum wage data (1 January 2026) and Transport & Environment average BEV price (2025). BEV shares are Axis Intelligence Research calculations on ACEA H1 2026 country registration tables, as published in our Europe EV statistics analysis.
Not scored: Denmark, Italy, Austria, Finland and Sweden have no statutory national minimum wage, as Eurostat’s minimum wage statistics confirm for 1 July 2026. Their pay floors are set by sectoral collective agreement and are not comparable on this basis.
The Finding: Affordability Predicts Adoption
Axis Intelligence Research finds that BEAM correlates with national battery-electric market share at r = −0.773 across the 21 scored markets excluding Malta, an r-squared of 0.598. Across all 22 including Malta the correlation is −0.662, an r-squared of 0.438.
Malta is reported both ways rather than quietly dropped. It registered 1,472 battery-electric cars in H1 2026 on a 38.34% share, in an island market with no motorway network and trip distances that neutralise the range calculation that shapes buying decisions everywhere else. It is a real data point about Malta and a poor data point about the relationship between wages and electric car purchases, so the headline figure separates it and the alternative is published beside it.
The grouped cut is blunter. Axis Intelligence Research finds that the 10 EU markets where the average electric car exceeds 40 months of minimum wage averaged 10.14% battery-electric share in H1 2026, against 21.30% for the 12 markets below that threshold. Barely more than half the adoption rate, on the same regulation, the same 2035 deadline and increasingly the same model catalogue.
Aidan Jad: Sixty percent of the variance from one ratio is high for anything in this sector, and the correct reading is not that wages cause adoption. It is that price divided by wage is the closest single proxy anyone has to the monthly payment a household actually evaluates, which is the real decision variable and which nobody publishes at EU level. The residual 40% is where charging density, company-car tax treatment and used-car supply live, and those matter enormously. But the first-order term is affordability, and Brussels has spent three years debating targets while the first-order term went almost unmeasured.
The Cheapest Tier Is Also Out of Reach
BEAM-25 tests the optimistic case. Suppose every market had a genuinely affordable 25,000 euro electric car on the forecourt tomorrow, the model class the EU’s automotive proposals are designed to encourage.
Axis Intelligence Research finds that a 25,000 euro electric car still costs 40.3 months of gross minimum wage in Bulgaria, more than the 37.5 months the full 42,700 euro EU average costs a Polish minimum-wage earner. The affordable car, delivered in full, leaves Bulgaria in a worse position than Poland occupies today at the current average price.
That is the arithmetic constraint under the entire affordable-EV policy programme. Cheaper cars help, and they help most where wages are highest. Nine of the 22 markets sit above 24 months on BEAM-25, meaning two full years of minimum wage for the cheapest tier the policy debate contemplates.
Why Are Electric Cars So Much Cheaper to Run in Europe?
Purchase price is one half of the affordability question and the half that dominates coverage. The running-cost half moved sharply in 2026.
ICCT puts the operating cost advantage of a battery-electric car at 33% below a comparable petrol car in the EU in 2025 on a mix of private and public charging, and 28% below on public charging alone. The oil price shock that began in February 2026 widened it: ICE energy costs rose 12% to 36% in early 2026 while battery-electric energy costs stayed broadly flat.
Axis Intelligence Research does not fold these into a single total-cost-of-ownership figure for the affordability ranking, and the reason is structural rather than cautious. Running-cost savings accrue monthly over years of ownership; the purchase barrier is a financing decision at a single point in time. A household that cannot clear the deposit and the monthly payment does not reach the fuel saving, which is precisely why the low end of the BEAM table is also the low end of the adoption table despite running costs favouring electric everywhere in the EU.
What the two series jointly support is narrower and defensible: in the markets that can clear the purchase hurdle, the case is now decided, and the remaining constraint in the other markets is capital access rather than economics. Incentive design is the lever aimed directly at that gap, and it varies enormously across this ranking. Country-level detail sits in our European EV subsidies by country guide, and the charging network dimension of the running-cost picture is in Europe EV charging statistics.
What Happens to European EV Prices Between Now and 2030?
Three sourced trajectories, and one condition attached to all of them.
T&E projects that battery prices for cars sold in the EU could fall by over 30% by 2030, driven by global cell prices and by lithium iron phosphate chemistry reaching an expected 50% share of European batteries. Battery prices have already been cut by a third since 2022 on the same measure. On the demand side, affordable and mass-market battery-electric models are projected to reach around 30% of all cars sold in 2030, up from 10% in 2025, while premium and large models fall from 54% to 42% of battery-electric sales.
The condition is regulatory. T&E’s central finding is that price parity across all segments by 2030 depends on the 2030 CO2 target being held, and that weakening it would let carmakers take cost reductions as margin instead of price, adding an estimated 2,300 euros to the 2030 average BEV price and delaying parity by two years or more. Cell production costs carry a second lever: T&E reports that cells produced in Europe currently cost up to 90% more than cells produced in China, a gap it estimates could be cut by two thirds at scale.
Aidan Jad: The 2,300 euro figure is the one to keep. Every argument about the 2030 target gets conducted in the language of industrial competitiveness and jobs, and the consumer-side number rarely appears at all. Two thousand three hundred euros on the average price of an electric car is roughly two months of Bulgarian minimum wage added to a bill that already runs to sixty-nine. Weakening the target does not delay parity in the abstract. It delays it in specific countries, for specific buyers, by a measurable amount, and the affordability table above is where that delay would land first.
The manufacturer side of this, including which groups are pricing to volume and which to margin, is covered in European automaker statistics, and the price pressure arriving from imports is in our Chinese EV market share in Europe analysis. Registration volumes and country adoption rankings sit in Europe EV statistics, with the global frame in electric vehicle statistics.
Methodology
Collection. Price data comes from Transport & Environment’s EV progress report 2026, published 12 March 2026 and retrieved 9 September 2026, which analyses EU registration-weighted transaction prices. Parity, operating-cost and battery-cost data comes from the ICCT’s EV Transition Check 2026, published 7 September 2026 and retrieved 9 September 2026. Minimum wage data comes from Eurostat’s earn_mw_cur dataset as published in the Eurostat news release of 30 January 2026 for 1 January 2026 levels, cross-checked against the Statistics Explained minimum wage article extracted July 2026. Registration shares are Axis Intelligence Research calculations on ACEA’s H1 2026 country tables, published 23 July 2026, and match the canonical values on our Europe EV statistics page.
BEAM formula. For each of the 22 EU markets with a statutory national minimum wage:
- BEAM = 42,700 ÷ national gross monthly minimum wage in EUR
- BEAM-25 = 25,000 ÷ national gross monthly minimum wage in EUR
Both readings are snapshots dated 9 September 2026, combining a 2025 price with 1 January 2026 wages. The numerator is a single EU-wide value rather than a national one, which is deliberate: it isolates the wage dimension so the index measures affordability rather than a blend of affordability and national price variation. National transaction prices are not published on a comparable basis across all 27 markets by any single authority, and substituting estimates for them would make the index unreproducible.
Correlation method. Pearson correlation between BEAM and BEV share of new registrations in H1 2026, computed across the 22 scored markets and again across 21 with Malta excluded. Spearman rank correlation on the same pairs is −0.551 and −0.649 respectively, and is reported in the dataset. Correlation is not causation and the index makes no causal claim.
Derived price levels. The 2024 average of 44,500 euros and the 2020 average of 37,700 euros are Axis Intelligence Research calculations from T&E’s published change values applied to the 2025 level. The 2025 mix-drift figure of approximately 2,500 euros is calculated as the sum of T&E’s two disclosed downward components (2,400 plus 1,900) minus the observed decline (1,800). Implied B-segment levels of approximately 35,400 and 30,800 euros are derived from T&E’s published 13% and 4,600 euro change, as 4,600 divided by the stated 13% change. All four are labelled as estimates in the dataset with axis_calculated = yes.
Validation. T&E’s stated relationships reproduce internally: 1,800 on 44,500 is 4.04 percent against a stated 4 percent; 5,000 on 37,700 is 13.26% against a stated 13%; the counterfactual 33,100 sits 22.5% below 42,700 against a stated 23%. The 15,500 upward and 10,500 downward components net to the stated 5,000 exactly. ACEA’s H1 2026 headline figures were confirmed directly against its 23 July 2026 release: 1,220,890 battery-electric registrations, 20.7% share against 15.6% a year earlier.
Scope. All figures cover new passenger cars. Prices are transaction or list prices before national purchase incentives, which vary by market and are treated separately. Minimum wages are gross, before income tax and employee social contributions, and for Czechia, Hungary, Poland and Romania are converted to euro at the exchange rate in force at the end of the preceding month. Greece, Spain and Portugal pay the minimum wage over 14 months and Eurostat adjusts for this. Slovenia and Spain carry December 2025 levels, since 1 January 2026 levels were unavailable at publication. Bulgaria joined the euro area on 1 January 2026.
About This Dataset
europe-ev-prices.csv contains every figure cited on this page: EU average and derived segment prices, price-change decomposition components, parity and operating-cost readings, minimum wages for 22 EU markets, BEAM and BEAM-25 scores, correlation statistics and 2030 projections. Each row carries metric, value, unit, as_of_date, geography, source_org, source_document, source_url, retrieved_date, is_primary, axis_calculated and, where calculated, a method_note pointing to the formula disclosed above.
Licence: CC BY 4.0. Free to use, republish and redistribute with attribution.
Mirrors: Hugging Face, Kaggle, GitHub.
Cite This Research
APA. Axis Intelligence Research. (2026). Europe EV prices 2026: Average cost, the petrol price gap and the affordability divide. Axis Intelligence. https://axis-intelligence.com/europe-ev-prices/
MLA. Axis Intelligence Research. “Europe EV Prices 2026: Average Cost, the Petrol Price Gap and the Affordability Divide.” Axis Intelligence, 9 Sept. 2026, axis-intelligence.com/europe-ev-prices/.
Chicago. Axis Intelligence Research. “Europe EV Prices 2026: Average Cost, the Petrol Price Gap and the Affordability Divide.” Axis Intelligence, September 9, 2026. https://axis-intelligence.com/europe-ev-prices/.
Frequently Asked Questions
Is the 42,700 euro average an EV list price or a transaction price?
It is a registration-weighted average of prices for battery-electric cars actually sold in the EU in 2025, from Transport & Environment’s analysis, not a manufacturer list price and not a base-trim price. It sits well above the entry price of any individual affordable model because the European electric mix still skews toward larger vehicles: premium and large models accounted for 54% of battery-electric sales in 2025. A base-trim Renault 5 and this average answer different questions.
Why do EV price parity claims contradict each other across sources?
Because they compare different things. T&E compares sales-weighted EU averages across all segments and reports parity reached in segments D and E, with A, B and C following by 2030. ICCT compares German prices adjusted for range, power and equipment within segments, and reports parity already reached in the three largest segments in 2025. A sales-weighted average carries the premium mix; a characteristic-adjusted comparison strips it out. Before comparing any two parity claims, check whether the comparison is like-for-like within a segment or average-to-average across the market.
Does BEAM account for purchase incentives, VAT differences or leasing?
No, and that is a deliberate scope choice. BEAM measures the unsubsidised capital hurdle so the ranking stays comparable when incentive schemes are launched or withdrawn, which happens on national budget cycles rather than data cycles. National subsidies, registration-tax treatment and social leasing schemes move the effective figure substantially in individual markets, most visibly in France and Denmark, and are analysed separately in our European EV subsidies coverage.
Which is the bigger barrier in Central and Eastern Europe, price or charging?
The data supports price as the first-order term. Affordability alone explains 59.8% of the cross-country variance in battery-electric share among the 21 scored markets excluding Malta. Charging density, apartment-dominant housing stock and thin used-electric supply account for a substantial part of the remaining 40%, and they compound with price rather than substituting for it: a household that cannot finance the car never reaches the charging question.
If electric cars are 33% cheaper to run, why does the purchase price still matter so much?
Because the two costs land at different moments. Running-cost savings arrive monthly across years of ownership, while the purchase barrier is a single financing decision at the point of sale. A buyer who cannot clear the deposit and monthly payment never realises the fuel saving. This is why markets at the top of the affordability table show low adoption despite operating costs favouring electric across the entire EU.
How much would weakening the EU 2030 CO2 target add to EV prices?
Transport & Environment estimates an additional 2,300 euros on the average battery-electric price in 2030 if the 2030 target is weakened, on the reasoning that carmakers would take cost reductions as margin rather than passing them to buyers, delaying price parity by two years or more. Set against the affordability table, 2,300 euros is close to two additional months of minimum wage in the lowest-wage EU markets.
Are Chinese-built electric cars pulling European prices down?
The mechanism is competitive rather than direct: T&E reports that cells produced in Europe currently cost up to 90% more than cells produced in China, and expects lithium iron phosphate chemistry to reach 50% of European batteries by 2030, which is the main route by which that cost differential reaches European sticker prices. Import volumes and brand-level share are a separate question, covered in our Chinese EV market share in Europe analysis.
Why are Denmark, Italy, Austria, Finland and Sweden missing from the affordability ranking?
None of the five has a statutory national minimum wage; their pay floors are set by sectoral collective agreements, as Eurostat confirms for 1 July 2026. There is no single national figure that is comparable with the other 22, and inventing one would break the reproducibility that makes the index citable. Their registration and adoption data appears in full in our Europe EV statistics analysis.
When will the next European EV price data be published?
Transport & Environment publishes its EV progress report annually, with the 2026 edition dated 12 March 2026 covering full-year 2025 prices. ICCT publishes the EV Transition Check annually, with the 2026 edition dated 7 September 2026. Eurostat publishes minimum wages twice a year, reflecting 1 January and 1 July levels. This page is reviewed against each of the three.