Upon arriving in Latin America and adapting their expertise to the region, VEGA Chargers, the Spanish company dedicated to the design and manufacture of rapid direct current (DC) charging stations for electric vehicles, examines the pros and cons of the eMobility market across the pond.
VEGA Chargers, which boasts a product portfolio focused on DC charging ranging from 30 kilowatts to 720 kilowatts, is present in Mexico, the Dominican Republic, the Caribbean, and Central America, while in Colombia, Peru, Chile, and Argentina, their products have garnered significant interest.
What are the main advantages of working in the Latin American market?
Rodrigo Rojas Galeb, Business Developer for Latin America and Eastern Europe at VEGA Chargers, highlights that one of the main advantages of operating in Latin America is the regulatory flexibility compared to Europe.
He also explains that in Latin America, there is a preference for 30 and 60-kilowatt chargers, as the region is naturally transitioning to slightly higher power levels.
“We have observed that the market is very dynamic in each country. Some are more focused on electrifying public transport fleets, while others are prioritizing the electrification of taxis,” he comments.
The unique selling point offered by VEGA Chargers? They have a 30 kW DC unit with very competitive and distinctive features.
Additionally, they have the advantage of requiring less power to connect to the grid compared to high-power DC chargers available on the market, without compromising the experience of DC charging.
In an interview with Mobility Portal Latin America, Rojas Galeb analyses the regulatory framework in Latin America, which allows for greater market openness compared to Europe.
“The advantage of working with the European Union and being part of it is the clarity of the regulations,” he points out.
This significantly facilitates entry into European markets, as manufacturers must comply with well-defined regulations.
In contrast, in Latin America, regulations vary more between countries.
Some have special requirements and specific regulations, while others have a more open market where products from various origins can enter with relative ease.
However, Rojas Galeb sees these situations as “opportunities” to improve in pending areas. An example is the connection standards.
“The GBT and CHAdeMO standards are strictly regulated in other countries, especially in Europe. Elsewhere, the lack of regulation can lead to intense competition and make participation difficult due to the lack of clarity on which standard will be used.”
In these cases, both the private and public sectors must collaborate and communicate to establish clear regulations.
Regarding the Spanish transition, he considers that, although public transport is transforming, it is not doing so at the same speed as in Latin America.
“Public buses are progressing more slowly, whereas private vehicles, which we encounter daily, are adopting charging technologies more rapidly,” he says.
In Spain and the rest of Europe, the presence of the Charge Point Operator (CPO) model is more common, and higher power chargers are found on public roads.
“We are entering the market with a 720-kilowatt charger, designed for dynamic and efficient charging,” he announces.
The rising trend in Europe is to manage large volumes of vehicles with high power at specific stations.
