Q&A: Here is what is ailing Nigeria’s EV sector

From the newsletter

This week, we spoke with Michael Ayang Agbor, general manager of EV World Africa in Nigeria. He highlighted that the Nigerian government’s prioritisation of compressed natural gas (CNG) initiatives is impeding the growth of the country’s electric vehicle sector. Mr Agbor further emphasised the increasing relevance of specialised EV training.

• Start-ups in Nigeria’s EV sector struggle to attract venture capital essential for research and development and scaling operations. This calls for a centralised EV hub to boost brand visibility and sales. Such a platform would also foster collaboration and support growth across the industry.

• EV adoption remains limited to wealthy individuals, with high costs and import duties excluding the middle class. Broader adoption will depend on reducing these barriers and making EVs more accessible.

More details

Is there local EV assembly happening in Nigeria?

Michael: There are claims, but I remain skeptical. You hear of companies assembling locally, but there’s little proof. However, I believe that the growth to EV manufacturing must start with dealerships, then assembling before manufacturing.

What are the key barriers to adoption in Nigeria?

Michael: Awareness is the biggest barrier. Nigerians are skeptical about EV reliability. Many don’t believe EVs can replace petrol vehicles. Companies like Max have raised massive funding but haven’t done enough grassroots sensitization. People need to see the cost-benefit clearly.

Speaking of cost benefits, are there savings Nigerians can gain by switching to EVs?

Michael: Absolutely. A typical Nigerian could save up to 2 million Naira annually on fuel. Instead of spending 65,000 Naira weekly on fuel, you spend around 12,000 Naira charging your EV. That message resonates more than “saving the climate.”

What about the issue of unreliable power supply for charging?

Michael: That’s a valid concern. But in places like Lagos where a good number of EVs are located, many people have 20 hours of power daily. Wealthier EV owners live in homes with solar or generator backup. Charging isn’t their biggest challenge and they care less about the source of electricity they use to charge whether it's renewable or not.

How far do most Nigerians drive daily?

Michael: Most people in Lagos drive around 20 km per day. A full charge could last 10 days. I often tell customers: charge your car Sunday after church, and you’re good for the week.

How are government policies influencing EV adoption?

Michael: Sadly, politics and personal interests dominate. The government is pushing CNG with subsidies, which competes directly with EVs. Meanwhile, contracts worth over $200 million were awarded to unknown players to supply EVs and charging infrastructure in North East Nigeria.

What’s the average cost of owning an EV in Nigeria?

Michael: For example, the Netta V costs around 40 million Naira (about $25,000) here, cheaper than $35,000 in Kenya. Still, only the wealthy can afford them due to import duties and high prices.

Are international brands like Tesla or BYD present in Nigeria?

Michael: Tesla? Not at all. BYD Nigeria exists but only offers two models and no physical showroom — just a website. BYD is strong in other African countries, but here, they’re barely present.

What charging standard do you think Nigeria should adopt?

Michael: GBT—because most EVs will come from China. We already service Chinese Teslas with GBT ports. We use adapters for Type 1, Type 2, and CCS1 as needed, but GBT should be the baseline.

Tell me about your unique business model and what should the industry focus on next?

Michael: We’re setting up a free DC charging station in Lagos. It’s part of our awareness campaign. For every EV we sell, we install two free chargers — one at home, one at the office — eliminating excuses not to charge. Nigeria should focus on awareness, policy clarity, and standardization. If Nigeria doesn’t adopt a clear charging standard and create incentives, we risk chaos. But with collaboration and the right policies, we can scale this industry faster.

How would you describe Nigeria’s e-mobility sector compared to Kenya’s?

Michael: Honestly, Nigeria is still emerging. Kenya is way ahead. I was in Nairobi last year and saw how easy it is to get an electric boda-boda via Uber or Bolt. In Nigeria, that level of integration is not there yet. Adoption is slow — mainly due to skepticism and lack of awareness.