Author: jeremy

Jaecoo raises J5 EV Premium price again, citing currency and shipping costs
Top image: Photo: Alexander Migl, CC BY-SA 4.0, via Wikimedia Commons

Indonesia’s best-selling electric car has become a little more expensive again. Jaecoo has lifted the price of the top J5 EV Premium to Rp 324.9 million on the road in Jakarta, while the entry-level Standard stays at Rp 279.9 million. The company says currency movements, shipping and production costs are behind the change.

The adjustment was reported by kumparanOTO on 23 September, and followed up by Kompas and detikOto, which noted that no version of the J5 is now sold below Rp 250 million.

A step-by-step climb from the launch price

The J5 EV made its name with aggressive launch pricing of Rp 249.9 million for the Standard and Rp 299.9 million for the Premium. Since then the price has moved up in stages:
- April 2026: the Standard rose to Rp 279.9 million and the Premium to Rp 309.9 million, according to Moladin.
- Before this month’s change: kumparanOTO says the range last stood at Rp 279.9 million to Rp 319.9 million.
- Now: Rp 279.9 million (Standard) and Rp 324.9 million (Premium).
Headlines differ depending on the starting point. Kompas and detikOto compare today’s prices with the launch prices, giving increases of Rp 30 million for the Standard and Rp 25 million for the Premium. Compared with the previous list price, the latest move affects only the Premium and amounts to Rp 5 million. By our own calculation, the Standard is now 12% above its launch price and the Premium about 8% higher, and the gap between the two versions has widened to Rp 45 million.

The hardware has not changed. According to detikOto, the J5 EV still uses a 60.9 kWh battery with a claimed 461 km range on the NEDC cycle, a 155 kW motor and fast charging of up to 130 kW.

Why Jaecoo says prices went up

Jim Ma, business unit director at Jaecoo Indonesia, told Kompas that exchange rates, shipping costs and production costs had all fed into the decision. He said the company had options to keep prices flat but chose not to cut corners to do so:

“We will not sacrifice quality just to hold prices down.” – Jim Ma, Jaecoo Indonesia, to Kompas (translated from Indonesian)

He also told kumparanOTO that after-sales service and the customer experience would stay the same despite the higher price.

Demand is holding up so far

The price rise comes while the J5 EV is still selling strongly. kumparanOTO’s figures show monthly wholesales of between 1,942 units in January and 3,214 units in August 2026, averaging roughly 3,000 a month. The J5 was the best-selling battery electric vehicle in Indonesia over January to August, as we reported in our August sales round-up.

Jaecoo told kumparanOTO that buyers in Greater Jakarta (Jabodetabek) should wait no more than a month for delivery.

What it means for buyers
- The Standard is unchanged, for now. If you only need the base version, the price is the same as it has been since April. The Premium now costs Rp 45 million more.
- Prices are OTR Jakarta. On-the-road prices in other provinces can differ because of regional taxes, so check with your local dealer.
- Compare before you commit. At Rp 279.9 million to Rp 324.9 million, the J5 now sits in a busy mid-range bracket. Our electric car buying guide sets out the main rivals and their prices.
- Ask about dealer offers. A higher list price does not rule out discounts or financing deals, which vary by dealer and month.
Related on IndoEVs: Jaecoo in our EV directory; EV sales pass 2025 total by September as Jaecoo J5 and BYD Atto 1 lead; BYD raises Seal and Sealion 7 prices by up to Rp 250 million.

Sources: kumparanOTO – Harga Jaecoo J5 Naik Lagi, Inden Paling Lama Satu Bulan (23 Sept 2026); Kompas – Harga Jaecoo J5 EV Naik, Ini Dalih Jaecoo Indonesia (25 Sept 2026); detikOto – Harga Jaecoo J5 Naik, Tak Ada Lagi yang di Bawah Rp 250 Juta (28 Sept 2026); Moladin – Update Penyesuaian Jaecoo J5 EV April 2026.
30 September 2026
Parts makers say EV local-content rules leave little room for suppliers
Top image: Photo: Andra Febrian, CC BY-SA 4.0, via Wikimedia Commons

Indonesia’s rule that locally built electric cars must reach 40% local content (TKDN) this year is doing less for domestic parts makers than the headline figure suggests, according to the country’s automotive component industry association.

Rachmat Basuki, secretary general of GIAMM (Gabungan Industri Alat Mobil dan Motor), told CNBC Indonesia on Monday 28 September that only a narrow range of EV parts is currently sourced from Indonesian suppliers. He listed tyres, wheel rims, safety glass, wiring harnesses and some interior parts as the main examples.

How the 40% is reached

The explanation lies in how the TKDN score for electric cars is weighted. As Rachmat described it to CNBC Indonesia, the calculation gives:
- 30% for carrying out vehicle assembly in Indonesia;
- 40% for localising the battery, down to cell level;
- 10% for localising other main or supporting components.
That means a manufacturer that assembles its cars locally already has three-quarters of the 2026 target in hand. In Rachmat’s words, the remaining gap is closed by localising a handful of components, “although not yet on a large scale” (translated from Indonesian).

For component makers, the practical effect is that a carmaker can clear the current bar without buying much from them. Rachmat said suppliers want a bigger role and noted that the government has twice organised business-matching sessions between parts makers and EV producers, on top of the contacts carmakers make on their own.

The bar rises from 2027

The pressure on the supply chain is set to grow. The Industry Ministry’s local-content path for EVs rises from 40% in 2026 to 60% for 2027–2029 and 80% from 2030, Antara reported earlier this month. Under the weighting described by GIAMM, those higher thresholds are hard to meet through assembly alone; they point towards local battery cells and a far deeper parts base. (This is our reading of the figures, not a statement by GIAMM.)

The government is also looking at tying future incentives more directly to local content. Speaking at the opening of BYD’s Subang plant on 3 September, Industry Minister Agus Gumiwang Kartasasmita said his ministry had been asked to study incentive schemes linked to TKDN and would work with the Finance Ministry on the design, according to Antara. He said the higher a product’s TKDN score, the more attention it should get from government. Antara reported on 26 September that this work on TKDN-based EV incentives is continuing.

We covered the BYD factory opening and its local-content plans at the time, and the parallel debate on the motorbike side, where ALVA told lawmakers local suppliers are the bottleneck as TKDN requirements climb.

Why batteries matter most

With battery localisation carrying the single largest weight in the formula, cell production is the lever that will decide whether carmakers can hit 60% and later 80%. That links the car market directly to Indonesia’s nickel and battery investment push, including the CATL–IBC plant in Karawang. Our guide to Indonesia’s EV and battery industry explains how those pieces fit together.

What it means for buyers

The 40% rule for 2026 is already in place, so nothing changes at the showroom as a result of these comments. The bigger question is 2027. If incentives are rewritten to reward higher TKDN scores, brands that have invested in local cells and parts could gain a price advantage, while those relying mainly on local assembly may have to absorb costs or raise prices. Buyers comparing models over the next year may find it worth asking dealers whether a car is locally assembled and what its TKDN rating is. Our electric car buying guide covers the current line-up and prices.

Update, 30 September: The Ministry of Industry has confirmed that the requirement will rise to 60% local content from 2027 and 80% from 2030. Read our follow-up.

Sources: CNBC Indonesia, 28 Sep 2026; Antara, 3 Sep 2026; Antara, 26 Sep 2026
29 September 2026
South Sumatra’s EV fleet more than doubles as PLN opens Palembang charging hub
Top image: Ampera Bridge, Palembang. Photo: Yogwi21, CC BY-SA 4.0, via Wikimedia Commons

The number of electric cars in South Sumatra has more than doubled in seven months, according to state utility PLN, which on Friday 25 September opened the province’s first “SPKLU Center” – a cluster of public fast chargers – in the provincial capital, Palembang.

Figures from PLN’s regional distribution unit for South Sumatra, Jambi and Bengkulu (UID S2JB), reported by Antara, put the number of electric cars in the province at 2,047 in July 2026, up from 849 in December 2025.

What has opened in Palembang

The new hub is at PLN’s Rivai customer service office on Jalan Demang Lebar Daun. It adds four new charging units with a combined eight CCS2 connectors rated at 120 kW, alongside two units already on site rated at 120 kW and 180 kW, Listrik Indonesia reported. South Sumatra Governor Herman Deru inaugurated the site.

Across its three-province service area, PLN UID S2JB says it now runs 87 charging units at 69 public charging station (SPKLU) locations, one mobile charging unit and 40 charging points for electric motorbikes at 40 locations. Antara presents the 87-unit figure as a regional total without spelling out whether it covers South Sumatra alone; Listrik Indonesia attributes it to the whole South Sumatra–Jambi–Bengkulu service area.

Charging demand is rising faster than the fleet

Usage of PLN’s chargers in the area has grown even more quickly than car ownership. Charging sessions rose from 1,958 in 2024 to 11,726 in 2025, and had reached 28,176 in 2026 by the end of August. Energy delivered climbed from 44,917 kWh in 2024 to 309,243 kWh in 2025, and to 762,975 kWh by August this year, according to Antara and Listrik Indonesia.

If the 2026 figures cover this year only, as Listrik Indonesia’s report indicates, eight months of 2026 have already produced roughly 2.4 times as many charging sessions and about 2.5 times as much energy as the whole of 2025 (IndoEVs’ own calculation from the reported figures).

Diksi Erfani Umar, general manager of PLN UID S2JB, framed the new centre as a response to that demand:

“The growth of electric vehicles must be matched by the readiness of its infrastructure.” – Diksi Erfani Umar, PLN UID S2JB, via Listrik Indonesia (translated from Indonesian)

Governor wants a charger in every district

Governor Deru used the opening to set a much wider goal: at least one charging point in each of South Sumatra’s 241 kecamatan (sub-districts), prioritising those with heavy vehicle traffic, Beritalima reported. No deadline was given. He said PLN is open to working with third parties to host chargers at government and private sites.

“My hope is that this infrastructure doesn’t stop at the big cities, but reaches into the sub-districts.” – Herman Deru, Governor of South Sumatra, via Beritalima (translated from Indonesian)

Antara also reported the governor pointing to provincial support for EV owners through vehicle-tax relief, though the report did not give details of the scheme.

Part of a national pattern

South Sumatra’s numbers are small next to Greater Jakarta, but they mirror what is happening nationally: EV sales hit a record in August (see our report on Gaikindo’s August figures), and PLN’s charging network has been recording sharp growth in energy use (see PLN’s first-half SPKLU figures). A dedicated fast-charging hub in a regional capital is a sign the network is starting to follow demand beyond Java.

What it means for buyers
- In Palembang: a site with several fast chargers lowers the risk of arriving to find the only charger occupied or out of order.
- Charging speed depends on the car: a 120 kW or 180 kW charger only delivers that power if the car can accept it. Some models, particularly smaller city cars, accept much lower DC charging rates, so check your car’s maximum before planning a trip around a charging stop.
- Outside the capital: the one-charger-per-district target has no timetable, so buyers in smaller towns should still plan around home charging for now. Our guide to charging an EV in Indonesia explains SPKLU, home charging and battery swapping, and the PLN SPKLU entry in our EV directory lists the network’s details.
Related: PLN has since opened a similar SPKLU Center in Padang. Read West Sumatra EV charging use jumps 4.5-fold as PLN opens Padang hub.

Sources: Antara – PLN sebut penggunaan mobil listrik di Sumsel tumbuh dua kali lipat (26 Sept 2026); Listrik Indonesia – Mobil listrik di Sumsel tembus 2.047 unit, PLN buka SPKLU Center; Beritalima – Gubernur Sumsel resmikan SPKLU Center PLN di Palembang (25 Sept 2026)
28 September 2026
Green SM launches VinFast electric motorbike taxis in Jakarta
Top image: Photo: Newone, CC BY-SA 4.0, via Wikimedia Commons

Green SM, the Vietnamese all-electric ride-hailing company, has added two wheels to its Indonesian business. Its Green SM Bike service, which uses VinFast electric scooters, began operating in Jakarta on 16 September, according to Antara.

The launch means Green SM now runs electric cars and motorbikes in the capital, only days after it introduced its six-seat Green Limo taxi service. Antara reported that Indonesia is the company’s first market outside Vietnam for its electric motorbike service.

Where it runs and on what

At launch, the service covers selected parts of South, West and Central Jakarta, with expansion to other Indonesian cities not ruled out, Jawa Pos reported. The fleet is made up of two VinFast scooter models, the Evo and the Feliz II, both aimed at everyday urban riding.

Green SM is also building charging and battery-swap facilities to keep the fleet moving, according to Jawa Pos. Details of how many bikes are on the road at launch were not given in the reports we reviewed.

Rent-to-own deals for drivers

Rather than asking riders to bring their own motorbike, Green SM is offering its partner drivers VinFast scooters on rental terms:
- Rent-to-own: from Rp 39,000 a day, with the scooter becoming the driver’s after two years.
- Fixed-term rental: contracts of three, six or twelve months, with a Rp 150,000 deposit.
By our own rough calculation, paying Rp 39,000 every day for two years would add up to about Rp 28.5 million. The actual total will depend on the contract terms, which may not require payment every calendar day.

Antara reported that drivers who meet the programme’s requirements could earn up to Rp 160,000 a day during an initial two-month period, plus performance bonuses. Applicants must be aged between 21 and 54.5, hold a SIM C motorcycle licence, and provide an ID card, family card, police clearance certificate and a compatible smartphone. No registration fee is charged, but a deposit is due when the vehicle is handed over.

Why it matters

Motorbike taxis (ojek) are one of the most intensive uses of two-wheelers in Indonesian cities, so electrifying them could cut fuel costs and tailpipe emissions faster than private sales alone. Green SM’s model, where the platform supplies the vehicle, also sidesteps the upfront price that has held back many private buyers, especially while the government’s e-motorbike purchase incentive remains on hold.

The company is entering a market dominated by established ride-hailing platforms, and its success will depend on keeping bikes charged and available across a busy city.

What it means for riders and buyers
- Passengers in the covered parts of Jakarta now have another electric option for short trips.
- Would-be ojek drivers should compare the total cost of the rent-to-own deal with buying a scooter outright, and check battery charging or swapping arrangements before signing.
- Private buyers can find VinFast and other brands in the IndoEVs EV directory and our electric motorbike buyer’s guide.
Sources: Antara (19 Sept 2026); Jawa Pos (22 Sept 2026).
27 September 2026
E-motorbike subsidy rules are ready, minister says, but Finance must sign off
Top image: Photo: Daddynnoob, CC0 (public domain dedication), via Wikimedia Commons

Indonesia’s long-promised purchase incentive for electric motorcycles is ready to go as far as the Ministry of Industry is concerned, according to Industry Minister Agus Gumiwang Kartasasmita. The final call, he says, now belongs to the Ministry of Finance, which changed hands earlier this month.

The update is the latest turn in a saga we covered on 24 September, when industry groups warned that e-motorcycle sales had slumped as buyers waited for the discount to appear.

“The technical side is ready”

Speaking at the Fairmont hotel in Jakarta, Agus said his ministry had done its part, CNN Indonesia reported on 25 September:

“We, the technical ministry, are ready. If the Finance Minister decides to grant the incentive…” – Agus Gumiwang Kartasasmita, Industry Minister, to CNN Indonesia (translated from Indonesian)

He made a similar point earlier in the week, telling reporters that the technical guidelines (petunjuk teknis) had been prepared, IDN Times reported on 23 September. What is still missing is a Finance Minister regulation (PMK) to give the scheme its legal footing, Medcom.id noted, adding that Deputy Industry Minister Faisol Riza had described that regulation as almost finished.

A new minister in charge

The person who publicly promised the subsidy is no longer in the job. President Prabowo Subianto replaced Finance Minister Purbaya Yudhi Sadewa with Suahasil Nazara on 14 September, according to Medcom.id, which listed the e-motorbike incentive among the unfinished business Purbaya left behind. Purbaya had said the subsidy should already have been running in September.

The scheme on the table is unchanged: a Rp 3 million discount per domestically produced electric motorcycle, from a total budget of Rp 3 trillion aimed at up to one million units. That is well below earlier plans of Rp 5 million per unit, and less than half the Rp 7 million incentive offered in 2023, IDN Times pointed out.

Sales still under pressure

The uncertainty continues to weigh on the market. Budi Setiyadi, chairman of the electric motorcycle industry association Aismoli, told CNN Indonesia that sales reached only about 18,900 units in January–August 2026, compared with roughly 77,000 in 2024 and 70,000 in 2025.

Even if the scheme starts soon, it is unlikely to use its full budget this year. CNN Indonesia reported that realistic take-up in 2026 is around 100,000 units, limited by domestic production capacity. By our own calculation, 100,000 units at Rp 3 million each would draw about Rp 300 billion, or roughly a tenth of the Rp 3 trillion allocation.

Some analysts also question whether the amount is enough. Deon Arinaldo, a director at the Institute for Essential Services Reform (IESR), warned that “incentives that are too small risk not being enough to close the price gap” with petrol motorbikes (translated from Indonesian), IDN Times reported.

What it means for buyers
- No start date yet. Until the Finance Ministry issues its regulation, there is no official discount at dealers, whatever sales staff may suggest.
- Only local models qualify. The scheme targets domestically produced e-motorbikes, so check that a model meets the local-content rules before counting on the discount. Our report on Alva and rising TKDN requirements explains why this matters.
- Weigh waiting against dealer offers. With sales weak, some brands are already discounting. Rp 3 million is a useful saving on a budget scooter, but a current dealer promotion may be worth as much.
For model and price comparisons, see our electric motorbike buyer’s guide and the motorbike brands in the IndoEVs EV directory, such as Volta and Alva.

Related: EV taxes and incentives in Indonesia in 2026: what buyers now pay

Update, 5 October 2026: Agus Gumiwang has since been replaced as Industry Minister by Muhammad Sarmuji, and the incentive is still waiting for a Finance Ministry regulation. Read our follow-up.

Sources: CNN Indonesia (25 Sept 2026); IDN Times (23 Sept 2026); Medcom.id (14 Sept 2026).
27 September 2026
ALVA tells lawmakers local suppliers are the hurdle as TKDN bar rises
Top image: Photo: AntaraTV, CC BY 3.0, via Wikimedia Commons

Indonesian electric-motorbike maker ALVA has told members of parliament that building a local supply chain, not factory capacity, is the main obstacle to raising the share of domestic parts in its scooters. The message comes as the government’s local-content (TKDN) requirements for EVs are set to climb in stages towards 80%.

Parliamentary visit to Bekasi

A working committee (Panja) of the House of Representatives’ Commission VII, which is preparing a bill on industrial estates, visited the plant of PT Ilectra Motor Group, ALVA’s maker, in the Lippo industrial zone in Bekasi on 25 September, Suara reported. Chief executive Purbaja Pantja told the delegation that developing the EV industry is about building a supporting ecosystem as much as production capacity.

The company presented these figures, according to the report:
- annual production capacity of 100,000 units;
- local content above 40% across all its products, with frames, body panels and braking systems sourced locally, plus battery boxes and brackets from two state-backed small and medium-sized suppliers;
- more than 590 “Boost Charge” fast-charging connectors nationwide, up from about 150 previously; and
- 19 sales points, 10 experience centres and over 130 after-sales service locations.
Four problems with going more local

ALVA listed the obstacles to pushing localisation further: a small market, local suppliers that are not yet ready, the cost of investing in tooling, and the need for policy certainty. The first and last are linked. Electric-motorbike sales have slumped this year as buyers wait for a promised purchase incentive, as we reported earlier this week, and lower volumes make it harder to justify investing in local parts.

The TKDN staircase

According to a Jawa Pos report published the same day, the roadmap for EV local content sets a minimum of 40% in 2026, rising to 60% in 2027–2028 and 80% by 2030. Components maker Dharma Polimetal (DRMA) said it is ready to supply more locally made parts if the thresholds rise. “TKDN is very important, because it will help local industry grow and absorb workers,” director Darmawan Widjaja said (translated from Indonesian). He added that localisation pays off once volumes are large enough.

That last point echoes ALVA’s case to lawmakers: suppliers will commit to local production when they can see steady demand, and demand depends partly on incentives that themselves are usually tied to TKDN levels.

What it means for buyers

Local-content rules matter to buyers because government incentives for EVs are generally linked to them, so a brand that meets the threshold is better placed to offer a subsidised price when a scheme is running. More local parts should, over time, also mean easier access to spares and repairs. For now, ALVA’s figures suggest its range already clears the 40% bar. If you are comparing electric scooters, our electric motorbike buyer’s guide and the motorbike section of our EV directory list the main brands and prices.

Related: Parts makers say EV local-content rules leave little room for suppliers

Related on IndoEVs: ALVA in our EV directory; Motorbike sales jump 15% in September as e-motorbikes wait on incentive; Imported EVs could hit 60% local content with local batteries, ministry says.

Sources: Suara: ALVA outlines e-motorbike and TKDN challenges to DPR (25 Sep 2026); Jawa Pos: EV TKDN to rise in stages to 80%, DRMA ready (25 Sep 2026)
26 September 2026
EV owners face ferry refusals as Indonesia restates battery safety rules
Top image: Photo: CEphoto, Uwe Aranas, CC BY-SA 3.0, via Wikimedia Commons

Update, 4 October 2026: Kemenhub has since floated the idea of dedicated ships for EVs, and ferry operators have set out their boarding conditions. Read our follow-up.

Electric vehicles are not banned from Indonesia’s ferries, but a growing number of owners and manufacturers are finding them turned away at the ramp. This week the dispute reached the national stage, with the EV industry complaining about refusals, ferry operators defending their caution and the Ministry of Transportation (Kemenhub) restating the safety rules that already allow EVs on board.

Industry complains of refusals

The issue was pushed into the spotlight by Moeldoko, chairman of the EV industry association Periklindo, who said industry players had been rejected by ship operators when trying to move electric motorbikes, trucks and passenger cars by sea, OtoDream reported. He called for standard safety procedures, pointing out that lithium-ion battery fires cannot be tackled with conventional firefighting methods. The report noted that large makers such as BYD can use their own car-carrier ships, while smaller brands depend on scheduled ferries and cargo services.

What the ministry says

Kemenhub’s position is that there is no prohibition. Samsuddin, the ministry’s director of shipping and maritime affairs, acknowledged that some operators were still reluctant to carry EVs, but said this was because certain safety conditions were not being met, according to OtoDream. The rules sit in circular SE-DJPL 12/2024, issued on 4 April 2024, which the ministry has now reissued to clear up misunderstandings between operators and passengers.

Under the circular, as summarised in that report:
- the battery should be charged to no more than 50%;
- EVs should be parked on an open deck, not on enclosed lower car decks;
- the ship needs open space to deal with an emergency; and
- operators must carry fire-fighting equipment suited to EV battery fires.
Operators: safety first, and deck space costs money

Ferry operators’ association GAPASDAP says it wants to carry EVs but will not compromise on safety. Its chairman, Khoiri Soetomo, cited the risk of thermal runaway, in which a battery overheats, resists extinguishing and can reignite, and said many ro-ro ferries lack fire blankets, trained crews and suitable space in their closed car decks, detikJatim reported. GAPASDAP wants Kemenhub and the classification society BKI to set technical standards for where EVs go on board, early-detection procedures, battery manifests and a clear split of responsibility between carmakers, ports and shipping firms.

On the busy Ketapang–Gilimanuk crossing between Java and Bali, state ferry company ASDP said it cannot refuse EVs without a legal basis. “We follow the policy from the centre,” said Media Syahrianto Heriawan, general manager of ASDP’s Ketapang branch (translated from Indonesian), in a separate detikJatim report. That report described the conditions as a 30–50% battery charge and parking on an open weather deck or a well-ventilated area near the ramp doors, covering battery-electric cars, hybrids, plug-in hybrids and fuel-cell vehicles. It also cited a second circular, SE-DRJD 7/2024. The ministry’s own summary gives only a 50% ceiling, so drivers should check the exact requirement with their operator.

The harbour authority for Tanjung Wangi, headed by Capt. Purgana, flagged a practical snag: reserving open-deck space for EVs that may or may not turn up leaves lanes empty, which costs operators revenue.

What it means for buyers

For anyone planning to drive an EV between islands, such as Java to Bali, Sumatra or Lombok, the rules make the trip possible but not guaranteed. Our reading of the reports suggests sensible steps: check with the operator before travelling, arrive with the battery at or below half charge (which may mean planning a charging stop after the crossing, see our charging guide), and expect to be directed to the open deck or asked to wait for a ship that has space. Plug-in hybrid and hybrid owners should note that the rules reportedly cover them too.

The bigger question is for the industry. If smaller brands struggle to ship vehicles and parts off Java, buyers in other regions could see slower deliveries and thinner after-sales support. A clearer national standard, as both Periklindo and GAPASDAP are requesting, would help. Browse which brands sell where in our EV directory.

Sources: OtoDream: Moeldoko on ferry refusals (23 Sep 2026); detikJatim: GAPASDAP explanation (24 Sep 2026); OtoDream: Kemenhub responds (25 Sep 2026); detikJatim: ASDP and KSOP Banyuwangi (25 Sep 2026)
26 September 2026
Plug-in hybrid sales pass 2025 total as BYD leans on Atto 1 and M6 DM
Top image: Photo: M Raisfath, CC BY 4.0, via Wikimedia Commons

Sales of plug-in hybrid (PHEV) cars in Indonesia have already overtaken last year’s full-year total, and BYD is using two models to try to lead both the battery-electric and plug-in segments. The new figures, published this week, add detail to the record August for electric car sales that we reported earlier this month.

Plug-in hybrids take off

According to Gaikindo figures cited by Bisnis.com, PHEV wholesales (shipments from factories to dealers) reached 8,981 units between January and August 2026. The whole of 2025 produced 5,270 units. By our calculation, that means the eight-month total is already about 70% higher than last year’s full-year figure.

BYD credits much of that growth to the M6 DM, a plug-in hybrid version of its seven-seat M6 MPV that went on sale in May. The company says cumulative M6 DM sales passed 4,400 units between May and August. It also claims the M6 DM took 47% of the plug-in market in the first half and was the best-selling model in its segment for three months running. These are the company’s own figures and have not been independently broken down by Gaikindo.

Atto 1 tops August, but Jaecoo J5 leads the year

In the battery-electric (BEV) segment, the BYD Atto 1 recorded 5,560 wholesales in August. That was up 31% on July and, according to BYD, made it the best-selling car of any kind in Indonesia that month. Luther Panjaitan, BYD Motor Indonesia’s head of public and government relations, called the result “a proud moment” (translated from Indonesian).

Over the full January–August period, however, the Atto 1 is still second. Gaikindo data compiled by Bisnis.com puts the Jaecoo J5 in first place with 23,359 BEV wholesales, ahead of the Atto 1 on 19,909 and the Geely EX2 on 9,769. The rest of the top five are the BYD M6 (6,694) and the BYD Sealion 7 (4,251).

How big is BYD’s share?

BYD says it shipped 37,696 vehicles to dealers in Indonesia by the end of August and puts its market share at around 37%. Its statement credits both the Atto 1 and the plug-in M6 DM, so the figure appears to cover more than pure-electric cars. An analysis from Maybank Investment Bank, reported by TNGlobal, gives a lower figure. It puts BYD’s share of year-to-date BEV sales at 32.7%, followed by Jaecoo at 23% and Geely at 12%. The two numbers are measured on different bases, so they should not be compared directly.

Maybank estimates that electrified vehicles made up 28% of all car sales in the first eight months. That breaks down as 18% battery-electric, 9% hybrid and 2% plug-in hybrid. Wholesales across the whole market reached 599,500 units, up 20% year on year.

There is also a small difference in the baseline figures. Bisnis puts January–August 2025 BEV wholesales at 51,191 units, which gives growth of 97.6% this year to 101,171. The tally we used in August gave a slightly lower 2025 figure and growth of 99.4%. Either way, the market has roughly doubled.

Built in Subang

BYD says the Atto 1, M6 EV and M6 DM are now all produced at its factory in Subang, West Java. Building the cars locally helps BYD meet Indonesia’s local-content (TKDN) requirements for electric vehicles.

What it means for buyers
- More plug-in choice: a PHEV makes sense for drivers who regularly travel outside the areas covered by public chargers. The M6 DM’s success is likely to bring more plug-in models from Chinese brands.
- Strong competition at the budget end: the three best-selling BEVs, the Jaecoo J5, BYD Atto 1 and Geely EX2, are all compact models. That competition tends to show up as dealer discounts. Check our buying guide and the BYD and Jaecoo directory entries before you buy.
- Wholesales are not retail sales: these figures count cars shipped to dealers, not cars registered by buyers. Monthly rankings can change as dealers build or run down stock.
Related: what a plug-in hybrid is, and how it compares with hybrids, REEVs and full EVs, in our electrified-car explainer.

Sources: Bisnis.com (23 Sept 2026); Bisnis.com (13 Sept 2026); TNGlobal, Maybank Investment Bank analysis
25 September 2026
Green SM launches six-seat VinFast electric taxi service in Jakarta
Top image: Photo: Ethan Llamas, CC BY-SA 4.0, via Wikimedia Commons

Green SM, an all-electric ride-hailing platform that runs VinFast cars, has launched a six-seat electric taxi service in Jakarta called Green Limo. The whole fleet uses the VinFast Limo Green, a three-row electric MPV, and the company is handing over its first 500 cars to drivers in the capital between 19 and 29 September 2026.

Alongside the new service, Green SM has opened a vehicle rental scheme that lets would-be drivers lease a new VinFast and work on its platform. It is a clear attempt to grow its driver base quickly while putting more of VinFast’s locally sold models on Indonesian roads.

A third car tier for families and groups

According to the company’s launch announcement, Green Limo is the firm’s third four-wheel service in Indonesia, after Green Car and Green Premium. It is pitched at families, larger groups, business travellers and passengers with plenty of luggage.

The cars are being delivered from Green SM’s depot in Kemayoran, Central Jakarta, where the handover event also includes test drives and sign-ups for prospective drivers. First-time Green Limo passengers get 20% off a trip, capped at Rp 50,000, from 19 September to 3 October, IDN Times reported.

Green SM’s global chief executive, Pham Nhat Minh Hoang, said the service “offers a suitable option for journeys where space and comfort are priorities.”

Renting a VinFast to drive

The rental programme is the more significant part of the announcement for the wider market. Drivers can start with an initial payment from Rp 2 million, and daily rental fees start at Rp 254,000. The cars on offer are the Limo Green, the VF e34 (also listed as the Nerio Green), the VF 5 (Herio Green) and the VF 6.

To attract drivers, Green SM says it will guarantee daily earnings of up to Rp 400,000 for the first two months, subject to conditions, and share up to 92% of fare revenue with drivers. It also lists monthly bonuses of Rp 1 million for signing up, Rp 676,000 as a “brand bonus” and up to Rp 1.34 million for operations, plus free charging at VinFast-linked V-Green charging stations. The company claims drivers can earn up to Rp 14 million a month.

By our own calculation, the maximum guaranteed daily figure is Rp 146,000 more than the lowest daily rental fee, before any bonuses. However, the guarantee is described as “up to” and depends on conditions that the announcement does not spell out, so drivers should read the contract terms carefully.

The Limo Green in Indonesia

VinFast launched the Limo Green at the Indonesia International Motor Show in February. detikOto reported that it cost around Rp 380 million with the battery, or around Rp 319 million under VinFast’s battery-rental option. The first 2,000 buyers at the show received a Rp 20 million discount, bringing the on-the-road Jakarta price down to around Rp 299 million. The MPV measures 4,740 mm long, has a 2,840 mm wheelbase and has a claimed range of 450 km. At launch, VinFast said the model was aimed mainly at fleet and taxi operators.

VinFast began operating its plant in Subang, West Java, in December 2025. It has an initial capacity of 50,000 vehicles a year, according to Gaikindo. VinFast’s Indonesian range now runs from the VF 3 micro-SUV to the VF 7. You can find the full line-up and prices in our VinFast directory entry.

What it means for passengers and buyers
- Passengers: Jakarta gains another large electric ride-hailing option. It is a quieter alternative to petrol MPVs for airport runs and group trips, and the introductory discount runs until 3 October.
- Would-be drivers: the rental route removes the need to buy a car outright, but the headline earnings are maximums. Check what the guarantee conditions are, how long the contract lasts and what happens if you leave the scheme early.
- Private buyers: big fleet deals like this one help build a service and charging network for VinFast models. That is worth considering if you are cross-shopping a VF 6 or VF 7 against Chinese rivals. Our electric car buying guide and charging explainer cover the basics.
Related: Green SM has also launched Green SM Bike, an electric motorbike taxi service in Jakarta using VinFast scooters.

Sources: Green SM via Media OutReach Newswire / The Manila Times; IDN Times; detikOto; Gaikindo; Kompas Otomotif
25 September 2026
E-motorcycle sales slump as Rp 3m purchase incentive stays in limbo

Top image: Photo: オーバードライブ83, CC BY-SA 4.0, via Wikimedia Commons

Update (27 September 2026): The Industry Ministry says its technical rules are now ready and the decision rests with new Finance Minister Suahasil Nazara. Read the latest.

Sales of electric motorcycles in Indonesia have fallen sharply this year as buyers hold off while waiting for a promised government purchase incentive, industry groups have warned. The government says the scheme is still due to launch in 2026, but it continues to await the regulations needed to put it into effect.

Sales down sharply

According to the Indonesian Electric Motorcycle Industry Association (Aismoli), cited by The Jakarta Post, e-motorcycle sales dropped to only 18,900 units between January and August 2026, compared with 70,000 units for the whole of last year. Industry players told the paper that consumers were postponing purchases until the discount is available, leaving dealers with stagnant sales and, in some cases, facing the prospect of closure.

Moeldoko, chairman of the Indonesian Electric Vehicle Industry Association (Periklindo) and a former presidential chief of staff, urged the government to act:

“Why is this going back and forth, with us still waiting for when it will actually be implemented?” – Moeldoko, Periklindo, to The Jakarta Post

What is on the table

The planned scheme would give buyers a Rp 3 million discount on each locally made electric motorcycle, funded from a total budget of Rp 3 trillion. It replaces an earlier Rp 5 million-per-unit proposal, Antara reported. Accounts of the scheme’s scale differ: The Jakarta Post described it as covering up to 100,000 units, while Antara said the Rp 3 trillion budget was intended to support purchases of as many as one million domestically produced e-motorcycles, even though national production capacity is expected to reach only about 100,000 units by the end of 2026.

Expectations had been raised in August, when The Jakarta Post reported, under the headline that the subsidy would return in September, that then Finance Minister Purbaya Yudhi Sadewa expected the scheme to restart that month. That month has now almost passed without the programme starting.

Government: decided, but paperwork pending

Deputy Industry Minister Faisol Riza told Antara on 24 September that the government had already decided on the incentive and remained committed to implementing it this year. He said the remaining question was how quickly it could be realised, and indicated that officials were waiting for the new deputy finance minister to take up the post.

Implementation depends on a Finance Ministry Regulation (PMK), and Antara reported that the programme may also require a Presidential Regulation to give it a firm legal basis. Only once those rules are issued can the technical guidelines, lists of eligible models and dealer procedures be finalised.

What it means for buyers

For anyone considering an electric scooter or motorcycle, the delay creates a clear dilemma. Waiting could save Rp 3 million on an eligible model, which is a significant share of the price of many entry-level e-scooters. But there is no confirmed start date, and the incentive is expected to apply only to locally made models that meet local-content (TKDN) requirements, so not every bike on sale will qualify. Buyers should check with dealers whether a model is expected to be eligible and whether any dealer promotions already offset the potential discount. Those who need a bike now may find that existing manufacturer offers make waiting less worthwhile.

IndoEVs will report on the regulation and the list of eligible models once they are published.

Sources: The Jakarta Post – EV two-wheeler sales slump as incentive hangs in limbo, industry warns; Antara – RI govt still targets electric motorcycle incentive this year; The Jakarta Post – EV motorcycle subsidy to return in September: Purbaya

24 September 2026
Indonesia’s EV and Battery Industry: Nickel, Policy and the Road to 2030
Top image: Photo: Government of North Morowali, Indonesia, Public domain, via Wikimedia Commons
Indonesia wants to do more than buy electric vehicles. It wants to make them, from the nickel in the ground to the finished battery pack. That goal has shaped policy for more than five years, including export bans, tax incentives and billion-dollar deals with Chinese and Korean partners. This guide explains how the strategy works, who the main players are, what has been built so far, what the government is aiming for by 2030 and where it could go wrong.

Why nickel matters

Nickel is a key ingredient in the NMC (nickel-manganese-cobalt) and similar battery chemistries used in many long-range EVs. Indonesia dominates the supply. The US Geological Survey estimates that Indonesia mined about 2.6 million tonnes of nickel in 2025, around two-thirds of the world’s 3.9 million tonnes. It also holds some 62 million tonnes of reserves out of a global total of more than 140 million tonnes.

Downstreaming: the export ban and what followed

In 2020 Indonesia reinstated a ban on exporting raw nickel ore. The aim was to force processing to happen at home. A March 2026 policy paper from the London School of Economics’ Centre for Economic Transition Expertise (CETEx) found that the ban brought a wave of mostly foreign investment in smelters. That investment went largely into huge industrial parks such as the Indonesia Morowali Industrial Park (IMIP) in Central Sulawesi and Weda Bay (IWIP) in North Maluku. According to the paper, Indonesia has produced more than half of the world’s nickel since 2023, and its exports have moved from ore towards higher-value products, including the nickel sulphate used in batteries.

In October 2026, IWIP was the site of what the government called Indonesia’s first export of EV batteries.

Output has grown so fast that the government is now holding it back. For 2026 the energy ministry cut the approved ore quota (RKAB) to about 260 million tonnes, from 379 million tonnes in 2025, to ease oversupply and support prices, CNBC Indonesia reported. Indonesia also imported about 15.8 million tonnes of ore in 2025, mostly from the Philippines, to keep its smelters supplied.

Indonesia Battery Corporation and the big projects

Indonesia Battery Corporation (IBC), or PT Industri Baterai Indonesia, is a state-owned holding company set up to be the government’s partner in battery projects. There are three projects to know about.

Hyundai–LG: the first cell plant

HLI Green Power in Karawang, West Java, was opened by President Joko Widodo in July 2024 as Indonesia’s first large EV battery-cell factory (CNBC Indonesia). It was the first 10 GWh of a planned 30 GWh “Indonesia Grand Package” agreed with LG Energy Solution. LG pulled out of the remaining stages in early 2025, and China’s Huayou took over. The Antam–IBC–Huayou consortium agreement was signed in January 2026, Antara reported.

CATL: an integrated project worth about US$6 billion

In June 2025 a CATL subsidiary broke ground with Antam and IBC on a project costing nearly US$6 billion. It covers nickel mining and processing, cathode materials and recycling in East Halmahera, and cell manufacturing in Karawang. CATL says the Halmahera facilities will eventually produce 142,000 tonnes of nickel and 30,000 tonnes of cathode material a year. The Karawang cell plant, run by the joint venture PT CATIB, has a first-phase capacity of 6.9 GWh. It began phased operations in August 2026, according to the energy ministry, and is expected to make both LFP and nickel-based batteries (Suara).

Vehicle makers moving in

Carmakers are building factories too. BYD opened its plant in Subang, West Java, on 3 September 2026, which is expected to employ around 5,000 local workers (Antara). Several other Chinese brands now assemble in Indonesia. That is partly because tax breaks for fully imported EVs ended in December 2025, and brands that imported cars under the scheme promised to build the same number locally between 2026 and 2027.

Policy levers
- Local content (TKDN). EVs must meet rising local-content minimums to qualify for incentives: 40% in 2026, 60% in 2027–2029 and 80% in 2030 (Antara).
- Incentives that favour nickel. The VAT incentive announced in 2026 gives a larger discount to cars with nickel-based batteries. The then finance minister said this was meant to get Indonesia’s own nickel used (CNBC Indonesia).
- A national motorbike programme. The Molinas initiative, launched in August 2026, aims to connect nickel refining, cell making and two-wheeler assembly in one domestic supply chain (Antara).
The road to 2030: targets
- Production of 600,000 electric cars and 2.45 million electric motorbikes a year by 2030, set by the industry ministry (Kompas).
- 62,918 four-wheel public chargers by 2030, compared with about 4,892 in May 2026 (Periskop).
- The ministry’s TKDN roadmap, reaching 80% in 2030.
Domestic demand is growing. BEV wholesales passed 101,000 in the first eight months of 2026 (Kompas).

The challenges
- The shift to LFP. Many of the best-selling EVs in Indonesia and worldwide use lithium iron phosphate (LFP) batteries, which contain no nickel. IBC’s own chief executive has said LFP now dominates the local market (Suara). That makes it harder to argue that nickel will automatically turn into battery value.
- Prices and oversupply. Data cited by the USGS shows the global nickel market in surplus every year since 2022. That squeezes margins and is the reason for the production quota cuts.
- Environmental and social costs. CETEx notes that nickel miners cleared more than 75,000 hectares of forest in 2007–2022, and that much of the processing runs on captive coal power plants. New mining in sensitive areas such as Raja Ampat has caused public concern.
- Concentration and policy risk. CETEx also points to the dominance of Chinese-Indonesian smelting groups. Repeated delays to consumer incentives in 2026 have made demand less predictable.
This guide describes policy and investment as reported at the time of writing. Targets, quotas and incentive rules are revised often, so check the latest announcements from the ministries concerned.

FAQ

What is nickel downstreaming?

It is the policy of processing nickel ore in Indonesia instead of exporting it raw. It is backed by an ore export ban that was reinstated in 2020.

What is Indonesia Battery Corporation?

It is a state-owned battery holding company that partners with foreign firms such as CATL, Huayou and LG on cell and materials projects.

Does Indonesia make EV batteries yet?

Yes. The Hyundai–LG plant in Karawang has operated since 2024, and the CATL–IBC plant began phased operations in August 2026.

What are the 2030 targets?

Annual production of 600,000 electric cars and 2.45 million electric motorbikes, with 80% local content and nearly 63,000 public car chargers.

Related on IndoEVs
Related news: Nickel parks’ 15.9 GW power base, mostly coal, raises EV battery questions (October 2026).

Sources: USGS – Mineral Commodity Summaries 2026: Nickel; CETEx (LSE) – How Indonesia’s ban on raw nickel exports provides lessons; CNBC Indonesia – Produksi Bijih Nikel RI Dipangkas Jadi 260-an Juta Ton; Antara – Indonesia targets 2026 groundbreaking for Huayou EV battery project; CATL – CATL and Partners Break Ground on US$6 Billion Battery Integration Project in Indonesia; Suara – Pabrik Baterai PT CATIB di Karawang Sudah Beroperasi; CNBC Indonesia – Siap-Siap Pabrik Baterai EV Raksasa Ke-2 RI Segera Beroperasi; Antara – Pemerintah kaji insentif kendaraan listrik berbasis TKDN; CNBC Indonesia – Purbaya Tunda Insentif Mobil Listrik; Kompas – Kemenperin Targetkan Produksi Mobil Listrik 600.000 Unit pada 2030; Periskop – Konsumsi SPKLU Tembus 62,4 Juta kWh; CNN Indonesia – Daftar Insentif Mobil Listrik yang Disetop; Antara (English) – Molinas marks new chapter; Kompas – Daftar Mobil Listrik Terlaris hingga Agustus 2026
24 September 2026
Charging an EV in Indonesia: SPKLU, Home Charging and Battery Swapping Explained
Top image: Photo: CEphoto, Uwe Aranas, CC BY-SA 3.0, via Wikimedia Commons
Where and how to charge is the first practical question most new EV owners in Indonesia ask. The answer depends on where you live, how far you drive and whether you ride a scooter or drive a car. This guide explains the public SPKLU network run by the state electricity company PLN and its partners, what charging costs, how home charging works, what the battery-swap stations (SPBKLU) for motorbikes are, and which connector your vehicle probably uses.

The SPKLU network: how big is it?

SPKLU (Stasiun Pengisian Kendaraan Listrik Umum) are public charging stations. PLN operated 4,655 of them at the end of 2025. By June 2026, PLN and its partners had 5,016 units at 3,132 locations, according to PLN figures reported by Periskop. Use is climbing fast. SPKLU delivered 62.4 million kWh in the first half of 2026, more than the 48.5 million kWh for the whole of 2025.

The energy ministry’s target is much bigger: 62,918 four-wheel SPKLU by 2030. Coverage is also uneven. Most chargers are in Java’s cities and along the main toll roads. For the 2026 Lebaran homecoming, PLN had 4,769 SPKLU ready at 3,097 points, on average about 22 km apart. Other islands have far fewer.

Regional hubs are spreading beyond Java: see our reports on the new SPKLU Centers in Palembang and Padang.

Types of public charger

SPKLU fall into broad classes by power output. The categories below are from a guide by Auto2000:
- Standard (below 7 kW): an overnight top-up taking 8–12 hours.
- Medium (7–22 kW): AC charging, about 4–8 hours.
- Fast (22–50 kW): DC charging, about 1–2 hours.
- Ultra-fast (above 50 kW): DC charging, from about 30 minutes to an hour for many cars.
Actual times depend on the car’s battery size and the maximum power it can accept.

What public charging costs

The energy ministry has set the base SPKLU tariff at about Rp2,467 per kWh. On top of that, Energy Minister Decree 182/2023 allows a service fee of up to Rp25,000 per session for fast charging and up to Rp57,000 per session for ultra-fast charging (Republika). Auto2000’s 2026 guide puts the base rate at roughly Rp2,466–2,475 per kWh. As a rough guide, adding 40 kWh at a fast charger costs about Rp99,000 in energy plus the session fee. That is still well below the cost of the petrol for the same distance.

Using the PLN Mobile app

Most PLN-network chargers are run through the PLN Mobile app. Payment is cashless and the steps are straightforward:
1. Open the app’s EV section and find an SPKLU near you. The map shows whether chargers are free.
2. Choose a unit and scan its QR code.
3. Plug in the connector that matches your car.
4. Pay in the app, start charging and follow the progress on your phone.
The app also has antreEV, a digital queue for busy chargers, and a Trip Planner that suggests SPKLU along your route, Periskop reports. Private operators such as Starvo have their own apps. On a long trip it helps to have more than one installed.

Charging at home

For most car owners, home is where most charging happens. It is also the cheapest option. Take-up is growing fast: PLN had more than 92,000 Home Charging customers nationwide by June 2026, 21,865 of them added in the first half of the year, detikJabar reported. Two things matter.

Your electricity connection

Household tariffs depend on your connection. In the third quarter of 2026, non-subsidised homes paid about Rp1,444.70 per kWh for 1,300–2,200 VA connections and about Rp1,699.53 for larger ones (Nasional.news). A 7 kW wallbox needs more capacity than many homes have, so you may have to upgrade. PLN’s Home Charging Service (HCS) promotion halved the connection fee until June 2026, bringing a new single-phase 7,700 VA connection down from Rp7,461,300 to Rp3,730,650. Ask PLN whether a similar offer is running now.

The night-time discount

PLN gives EV owners a 30% discount on electricity used for charging between 22:00 and 05:00 (GridOto). Setting a timer on your charger or car is the easiest way to save money.

Connector types: Type 2, CCS2 and others

Most cars sold officially in Indonesia use:
- Type 2: the standard AC connector, used for home wallboxes and slower public chargers.
- CCS2 (Combo 2): a Type 2 plug with two extra DC pins. It is the main standard for DC fast charging and is used by brands such as Hyundai, BMW and Chery, and by many BYD models.
Some models from Chinese brands, including certain Wuling products, use the Chinese GB/T standard. CHAdeMO is now found mainly on older cars such as the first-generation Nissan Leaf, and fewer stations offer it, according to charging operator Starvo. Look at your car’s charging port or the handbook, and filter chargers by connector in the app before you set off.

Battery swapping for motorbikes (SPBKLU)

Most electric scooters can be charged from a normal socket, but that takes a few hours. SPBKLU (Stasiun Penukaran Baterai Kendaraan Listrik Umum) let riders swap a flat battery for a charged one in moments. The motorbike association Aismoli counted 1,907 SPBKLU by March 2026, most of them on Java. PLN Mobile listed 1,118 PLN-operated swap cabinets, plus 603 SPKLU for two-wheelers and 9,601 general-purpose SPLU charging points (Otodream). Swap batteries usually only fit particular brands, so check compatibility before you rely on a network.

Prices, tariffs and incentive rules in Indonesia change often, sometimes month to month. Figures here were correct according to the sources linked at the time of writing; always confirm current prices, promotions and eligibility with an authorised dealer or the relevant provider before you commit.

Swapping is also being trialled for small commercial vehicles: PLN and Korean partners are setting up battery-swap points in Klungkung, Bali for electric three-wheelers.

FAQ

How much does it cost to charge at an SPKLU?

About Rp2,467 per kWh, plus a service fee of up to Rp25,000 per session on fast chargers or up to Rp57,000 on ultra-fast chargers.

How many SPKLU are there in Indonesia?

PLN and its partners had 5,016 units at 3,132 locations by June 2026. The 2030 target is almost 63,000.

Which connector does my car use?

Most cars sold in Indonesia use Type 2 for AC and CCS2 for DC fast charging. Some Chinese-brand models use GB/T.

Is there a discount for charging at home?

Yes. PLN offers 30% off electricity used for EV charging between 22:00 and 05:00.

Crossing to another island

If your trip involves a ferry, plan your charging around it. Transport ministry rules allow EVs on board but ask for the battery to be at no more than about half charge and for the vehicle to be parked on an open deck, and some operators have been turning EVs away. See our report on EV ferry rules before you travel.

Related on IndoEVs
Related: EV running costs in Indonesia: home charging, SPKLU, tax and petrol compared

Sources: Periskop – Konsumsi SPKLU Tembus 62,4 Juta kWh; PLN – PLN Operasikan 4.655 SPKLU Sepanjang 2025; Republika – Isi Daya Fast Charging di SPKLU Kena Tambahan Biaya; Auto2000 – SPKLU PLN 2026: Panduan Lengkap; Nasional.news – Tarif Listrik PLN September 2026; GridOto – PLN Diskon 50 Persen Pemasangan Home Charging Service; Starvo – Standar Konektor Mobil Listrik di Indonesia; Otodream – Infrastruktur SPLU dan Penukaran Baterai
23 September 2026