Executive Summary

Between December 22, 2025, and July 15, 2026, Moldova’s EV charging network grew from 215 to 295 stations (+37%) and from 11.7 MW to 17.7 MW of installed capacity (+51%). DC (fast charging) grew even faster: DC stations rose from 65 to 113 (30.2% → 38.3% of the network), and DC capacity now makes up 64% of total installed power, up from 55%.

Behind these numbers, the competitive landscape has changed significantly. EV Point, the largest operator since the market began, shrank for the first time — it lost 3 stations and 422 kW between June and July 2026. Its market share dropped from 60% to 44% over seven months. At the same time, ECharge became the most active builder, adding 24 stations and nearly 1.9 MW. Plug2Go entered the top three by capacity with a DC-focused network averaging 81 kW per station.

On the other side, EcoFactor and EMobility have not added a single station in seven months, losing market share purely because others grew around them. EcoFactor’s network — mostly low-power AC stations (38 kW/station, 95% AC) — is falling behind as the market moves toward faster DC charging.

The market is no longer one dominant player and several small ones. It is splitting into three groups: active builders (ECharge, Plug2Go), a slowing market leader (EV Point), and inactive operators at risk of becoming irrelevant (EcoFactor, EMobility).

1. Market at a Glance

Six data snapshots between December 2025 and July 2026 show not just the total numbers but the speed of change. Most of the growth happened early: the December-to-January period alone added 49 of the 80 new stations (61%) and 3,359 of the 5,979 kW (56%). After that, the pace slowed.

Note: the April 3 snapshot (+1 station, +100 kW vs March 31) is left out for clarity. The large Dec→Jan jump partly reflects expanded data collection — Plug2Go and Go2U’s Kaufland stations entered tracking in January.

2. Operator Dynamics

Over seven months, operators showed three clear patterns: fast expansion, slowdown and contraction, or complete inactivity.

Station Count Changes by Operator

(*) First time this operator appeared in our data — see methodology note at the end. “Total Δ” for Plug2Go and Go Charge is measured from the first observation, not from December.

Installed Capacity Changes (kW) by Operator

3. Market Share Shift

The biggest story of the period is how market share moved between operators. EV Point did not lose share because of a single event — it lost share by staying in place while others built.

EV Point lost nearly 16 percentage points of station share in seven months. This was not a competitive defeat in the usual sense — the company barely changed in absolute size (+1 net station). The entire loss came from standing still while competitors built around it. The same pattern, even more pronounced, applies to EcoFactor: zero growth, 4.8 pp of share lost simply because others expanded.

4. Operator Profiles — July 2026

Average station power shows where each operator is heading. Plug2Go (81 kW) and Go Charge (79 kW) are building for the future — DC-first, higher-power stations for highway and destination charging. ECharge (70 kW) follows the same direction but at a larger scale. EcoFactor (38 kW) and EMobility (11 kW) belong to an earlier phase of the market.

5. Analysis

A Three-Tier Market Is Forming

The data shows the market splitting into three groups, each with a different business position and outlook:

Tier 1 — Active builders. ECharge, Plug2Go, and Go Charge are investing steadily, focusing on DC, and gaining share. Their average station power (70–81 kW) is suited for the next generation of BEVs with larger batteries and faster charging needs. ECharge stands out: it is the only operator that added capacity in four consecutive periods.

Tier 2 — The slowing market leader. EV Point is still the largest operator by far, but it has gone from growing to shrinking. The June–July period is the turning point: 3 stations and 422 kW removed — the first net loss in the tracked period. With only 34% of its stations being DC (below the market average of 38.3% and far behind the builders at 56–69%), EV Point’s network is older and slower than what competitors are building. The key question: is this a temporary pause — moving weak stations to better locations — or the start of a longer pullback?

Tier 3 — Inactive operators. EcoFactor (38 stations, 5% DC, 38 kW average) and EMobility (4 stations, 0% DC, 11 kW average) have added nothing in seven months. EcoFactor’s situation is especially concerning: it ranks second by number of stations but only fifth by capacity, and its almost entirely AC network is losing relevance as the market shifts to DC. EMobility, with just 43 kW of total capacity, is too small to matter.

The question has changed. It is no longer “who has the most stations” but “who is building the right kind of stations.” DC share and average station power are now what separates the leaders from the rest.

The Shift to DC Is Speeding Up

DC’s share of total stations rose from 30.2% to 38.3%, and its share of total capacity from 55.1% to 64.0%. Nearly all new capacity added in this period was DC. Out of 80 new stations, 48 were DC and 32 were AC — but the DC stations contributed far more power per unit.

This creates a problem for operators that built mostly AC. A network of 38 kW AC stations made sense when BEVs had small batteries (20–30 kWh). As newer vehicles come with 50–80 kWh batteries, slow AC charging takes many hours — it becomes useful only for overnight parking, not for quick stops. The commercial value of these stations drops sharply.

EV Point: Shrinking or Reorganizing?

EV Point’s behavior over the six snapshots follows a clear pattern: small growth (Dec→Jan: +3 stations, +442 kW), slowdown (Jan→Mar: +1 station, +120 kW), full stop (Mar→Jun: zero change), and then contraction (Jun→Jul: −3 stations, −422 kW).

The net result over seven months: +1 station, +140 kW. For a market leader holding 45% of total capacity, this is effectively zero. If the removed stations are being moved to better locations with more traffic, this is smart management. If they are simply being shut down, it signals a deeper problem — cutting costs in a market that does not generate enough revenue.

Why Is the Market Still Building?

The market added 37% more stations and 51% more capacity in seven months. Given the January 2026 report — which showed low utilization and called the core problem “a shortage of electric vehicles, not chargers” — this continued building may seem surprising.

Several reasons can exist at the same time. Some operators (Go2U’s Kaufland rollout, Plug2Go) may be completing contracts signed before the low utilization numbers became widely known. Others (ECharge) may be building to secure prime locations ahead of competitors, even if they lose money in the short term. EU-related factors may also play a role: operators building to AFIR standards along TEN-T highway corridors are positioning for EU funding (CEF) regardless of current demand.

But the basic math has not changed. Moldova’s BEV fleet was ~9,849 at the end of 2025. Even with 30% annual growth (the base scenario from the January report), the fleet would reach ~12,800 by end of 2026. Dividing 17,661 kW of capacity by 12,800 BEVs gives 1.38 kW per vehicle — still above AFIR’s 1.3 kW target. The infrastructure remains overbuilt relative to demand, even before counting the new capacity.

6. What to Watch

EV Point’s next move. The June–July contraction is just one data point. If the next snapshot shows more removals, EV Point is slowing down. If removals stop and new DC stations appear, EV Point is reorganizing. What this operator does next will shape the market for the next two years.

EcoFactor’s future. Seven months of zero activity, a network built almost entirely on AC, and a steadily shrinking share. The operator has the second most stations but increasingly little capacity to show for it. Without a shift to DC, the gap with competitors will only grow.

Utilization data. Station counts and capacity tell us about supply. The critical missing piece is demand: how much each station is actually used, by type, by location. Without this data, operators are building without knowing where demand exists. The January report called for mandatory quarterly reporting of utilization data — this has not happened.

The market is building as if demand is coming. The data does not yet show that it is.

7. Conclusions

Moldova’s EV charging market is going through a deep structural change. It is visible not in the total numbers but in how each operator behaves. The headline growth — +37% stations, +51% capacity — hides a market that is expanding and contracting at the same time: some operators build, others stop, one is removing stations.

Three conclusions stand out:

First, the era of one dominant player is ending. EV Point’s share fell from 60% to 44% — not because of a crisis, but because a market that was unusually concentrated is now opening up. The arrival of DC-focused operators (ECharge, Plug2Go, Go Charge) with higher-power stations creates real competition for the first time.

Second, the technology mix is shifting and will not go back. DC grew from 30% to 38% of stations and from 55% to 64% of capacity in just seven months. This is a clear market direction. Operators building AC-only networks today are building for yesterday’s vehicles. The two operators with almost no DC presence (EcoFactor at 5%, EMobility at 0%) face a dead end.

Third, supply is still growing faster than demand. The 51% capacity increase happened while the BEV fleet likely grew by only 15–20% in the same period. The ratio of infrastructure to vehicles remains above EU targets. Building ahead of demand is a valid strategy — but it means the road to profitability is getting longer, not shorter. The operators that survive will be those with enough financial reserves to absorb years of low utilization.

Data Sources and Methodology

Station and capacity data collected from operator mobile applications at six points between December 22, 2025, and July 15, 2026. Plug2Go entered the data set on January 5, 2026; Go Charge on March 31, 2026. Both operators likely had stations before these dates — their first numbers reflect when we started tracking them, not when they started building. Market totals show the network as measured at each snapshot. Part of the December-to-January growth reflects expanded data collection rather than new construction. DC/AC classification is based on the highest-power connector at each station.