In European cities, vehicles are becoming more compact than before. Yet, as the demand for microcars in Europe has increased, the charming Italian ‘yoghurt pots’ have been mostly replaced by diminutive Chinese electric vehicles. Even Smart, the renowned ultra-compact car manufacturer, has shifted production to China.
Spanish startup Liux believes it can make its mark in a saturated market by introducing a petite electric vehicle centered around sustainability.
Taking inspiration from the Microlino out of Switzerland, Liux aims to establish a niche for itself with its forthcoming microcar, the Liux Big. The name “Big” is meant ironically. It is compact enough to park perpendicularly to the curb; however, the name also symbolizes the lofty aspirations of a team that often deviates from conventional paths.
“The concept of a European car is non-existent,” asserted Liux co-founder Antonio Espinosa de los Monteros during an interview with TechCrunch. This unexpected perspective from the CEO of a startup whose vehicles are already making news for being “made in Spain” reveals much about the company’s focus.
It is indeed a fact that Liux inaugurated Spain’s first new vehicle factory in over three decades. However, seated in its stylish showroom, Espinosa and his co-founder David Sancho expressed their belief that a completely independent supply chain is unrealistic. Instead, Liux is attempting to adapt to that reality while keeping sustainability as its guiding principle.
The batteries in Liux’s vehicles are not produced in Europe, but they can be recharged at home, even with energy generated from solar panels. The vehicle is also designed for easy maintenance to mitigate the rapid obsolescence often seen in contemporary cars. Notably, its fiber body is crafted from a unique linen-based biocomposite, allowing for the material to be reclaimed and recycled later.
“It is clear to both David and me that recycling goes beyond theoretical concepts. You can recycle nearly anything in a laboratory. The recyclability of a product is tied to its construction,” stated Espinosa. “When creating a product, one must strive to maintain the material and component integrity so that a second life can be achieved.”
“Genuine circularity” is where Espinosa’s experience lies; he previously co-founded Auara, a Spanish B Corp that sells natural mineral water in bottles that are both recycled and recyclable. Following a buyout of this successful brand by a larger entity, he and Sancho embarked on a new venture together.
In terms of vehicles, Sancho is at the wheel, focusing on minimizing emissions. His expertise involves engineering electric vehicles that can compete with gas-powered counterparts. Prior to Liux, he achieved notable success with the Bóreas, a hybrid supercar revealed at the 24 Hours of Le Mans in 2017. After parting ways with his previous partners, he collaborated with Espinosa to establish Liux.
Liux’s initial prototype, the Animal, merged their skills: The fully electric five-seater was constructed almost entirely from recycled or plant-based materials. However, after unveiling the SUV to the public in 2022, the co-founders decided to pivot. They recognized that their chances of obtaining homologation would be significantly improved with a smaller vehicle.
Fast forward to 2026, and Liux has obtained Europe-wide homologation for the Liux Big, which it anticipates launching in the first half of next year. Meanwhile, the company has expanded to 65 employees and is preparing to scale production across three plants in Spain.
These include the facility that TechCrunch visited in Azuqueca de Henares, situated roughly an hour’s drive from central Madrid.
Liux’s Azuqueca plant is compact as it employs Toyota’s “lean management” practices and handles only the final stages of production, according to its production head Beatriz Belda González, a Spanish engineer previously with BMW in Munich. However, its size should not be underestimated: Liux claims its production capacity could reach 20,000 vehicles annually by 2030.
It is still premature to evaluate market interest, but over 7,500 individuals have signed up for the waiting list for a Liux Big. Joining incurs no fee, but the list has provided the startup insights into its likely customers. The predominant demographic is urban residents aged 55 to 60, and Liux anticipates that the Liux Big will commonly serve as a secondary vehicle for households.
This might reduce expectations that microcars could rival conventional vehicle ownership, but as Espinosa stated, Liux must choose its challenges wisely. Instead of attempting to predict market trends and their pace, the startup remains open to collaborations with businesses managing B2B fleets and others that could facilitate the development of autonomous vehicles.
For Espinosa, the Liux Big has the potential to make a positive impact by delivering a more sustainable and affordable alternative. The startup has yet to finalize the price, but indicated it will be under €18,000 — approximately $21,000 — before any possible EV incentives. This positions it at the upper end of the microcar price spectrum, yet Liux aspires for it to exceed expectations — both in weight and performance.
Celso Fernández Llorens, head of R&D at Liux, noted that weight and size restrictions pose significant challenges in this sector. He believes most microcars share similar traits, even though European regulations distinguish ultralight L6e four-wheelers from slightly heavier L7e models. However, Liux has navigated these limitations to optimize its L7e homologation.
Through a series of thoughtful choices, the startup successfully incorporated a 260-liter trunk into the vehicle. However, a larger focus has been ensuring that users feel as though they are driving a car rather than a two-wheeled vehicle. This aspect is closely linked to safety, according to Sancho: one would not want a vehicle that is lightweight simply because its structure cannot endure an impact or that risks toppling during turns.
With this perspective, even though its category does not demand crash tests, Liux has been rigorously testing and demonstrating the Liux Big’s abilities to navigate slaloms, brake, and execute various maneuvers. The startup showcased some of these functionalities to TechCrunch during a short ride and test drive of its forthcoming off-road model.
Currently, its primary model will be available in two variants: 15 kWh and 20 kWh. A cargo version is also in the pipeline, and with Sancho aboard, the inclination to develop a supercar is always present. In a LinkedIn update, the company mentioned it does not aim to be “a one-car brand.”
First, however, Liux plans to utilize the €16 million it has raised so far (about $18.5 million, including European grants) to launch the urban variant of the Liux Big in collaboration with car dealerships throughout Europe.
The showroom where we convened also serves as a precursor to Liux’s future customer interaction experience, according to head of brand Ana Terrado Leyva. She pointed out features such as textile screens, 3D displays illustrating the Liux Big’s three color options — which is two more than the Ford T — and a linoleum floor as a tribute to linen. These design choices, she explained, signify another way Liux hopes to differentiate itself from its Chinese rivals.
Perhaps the notion of a European car truly does exist.
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