Author: Julien Chassagne

When France rhymes with innovation

Julien Chassagne

France’s entrepreneurial fabric is rich in nuggets dedicated to electric mobility. Here’s a closer look at 15 of them, covering a wide range of fields from car manufacturing to recharging solutions.

Manufacturing and retrofitting

Circle

Founded in 2019
Based in Paris

Circle is working on the development of miniature electric cars equipped with removable batteries and manufactured in modular factories, as well as scooters and scooters. The ultimate aim is to create a range of vehicles dedicated to car-sharing.

Gazelle Tech

Founded in 2014
Based in Gironde

Gazelle Tech is a young car manufacturer that makes lightweight electric cars using a patented composite material containing, among other things, fibreglass. The first production model, with a range of 180 km, could be available as early as 2025.

Kate

Founded in 2022
Based in Deux-Sèvres

In a takeover in 2023, Kate took over the business of Nosmoke, a manufacturer that produced electric and revamped versions of the iconic Mini Moke beach car. Production continues to this day.

Qinomic

Founded in 2021
Based in Bouches-du-Rhône

In a very short space of time, Qinomic has succeeded in making a name for itself in the world of retrofitting, focusing primarily on the electrification of fleets of combustion-powered commercial vehicles. In 2023, this should attract the attention of the giant Stellantis, with whom it is associated.

Credit: Gazelle

Batteries and motors

Mecaware

Founded in 2020
Based in the Rhône

In 2023, Mecaware raised €40m to enable it to open its first plant and industrialise its recycling technology, which consists of extracting so-called “critical” metals from used batteries in order to recycle them and then re-inject them into the battery production cycle.

Nawah

Founded in 2013
Based in Bouches-du-Rhône

Nawah is working on the manufacture of carbon nanotube supercapacitor batteries capable of being recharged to 80% as quickly as filling up with petrol (or almost). All that remains now is to find the funding to go into production.

Verkor

Founded in 2020
Based in Isère

Verkor aims to produce lithium-ion batteries in France, with the support of Renault, among others, and massive investment: €2 billion in several rounds of financing. Its gigafactory, based in Dunkirk, will be fully operational by 2026.

VoltR

Founded in 2022
Based in Maine-et-Loire

VoltR is a company specialising in the reconditioning of batteries. It recently signed a partnership with electric scooter giant Lime to recycle its batteries, and is working to diversify its business to process other types of battery.

Whylot

Founded in 2011
Based in Lot

Whylot is an engine manufacturer that produces smaller, more efficient electric motors for the automotive market. Renault has signed a partnership agreement with the Lot-based company to support its industrialisation development.

Credit: Verkor

Refilling and distribution

Beev

Founded in 2020
Based in Seine-Saint-Denis

Beev offers both private individuals and businesses a turnkey solution for their switch to electric vehicles. The choice of vehicle, the installation of a charging point, the paperwork – it’s all taken care of!

Bump

Founded in 2021
Based in Paris

Bump installs fast-charging stations at the foot of offices, in supermarket car parks and bus depots, in addition to offering its own subscription card. The company has raised 180 million euros in 2022.

Driveco

Founded in 2010
Based in Paris

Driveco, for its part, specialises in solar-powered charging points. By 2023, it had passed the 10,000 mark and has since opened offices in Spain, Belgium and Italy.

Electra

Founded in 2020
Based in Paris

Europe is also on the menu for Electra, which is developing fast-charging stations in city centres. In 2023, it raised €304 million to expand its network: the company is aiming to have 15,000 stations on the Old Continent by 2030, compared with 1,500 by 2024.

Mob-Energy

Founded in 2018
Based in the Rhône

Mob-Energy has come up with Charles: an autonomous charging robot. It stores energy using batteries recycled from its base, then moves from vehicle to vehicle using modules that can be plugged in after parking.

Zeplug

Founded in 2014
Based in Paris

Zeplug offers to help co-owners install and manage their charging points. Demand is growing, and the Paris-based company is well ahead of the game, having raised €240 million in 2022 to accelerate its expansion across Europe.

Credit: Mob Energy

25 June 2025
The French market for electric cars without a licence: a revolution in the making

Julien Chassagne

With more than 30,000 registrations in 2024, France will account for almost 50% of licence-free car sales in the European market.

Long marginalised, these no-licence cars (VSPs) are enjoying a second lease of life in France, thanks in particular to electrification and modern communication aimed at attracting (very) young drivers – from the age of 14! – but also city-dwellers keen to reduce their environmental impact and make their cars more practical. With the ecological transition playing an increasingly important role in the minds of the French, and city traffic becoming more and more difficult for conventional combustion-powered vehicles, electric MPVs are an extremely attractive alternative.

Why are electric licence-free cars so popular in France?

Electric MPVs are continuing to win market share from their combustion-powered rivals, as well as from ‘conventional’ cars, because they appear to be a natural response to many of today’s problems. For example, the ever-increasing cost of a driving licence, which for more and more urban dwellers is no longer as useful as it once was, and the spread of populations, which means that people living in more isolated areas are choosing the car at an ever younger age, are the two main factors behind the overpopulation of PSVs in France.

But we can also add to this the lower speed limits in town (a licence-free car is limited to 45 km/h), the elimination of parking spaces and the increasing costs associated with the use of a conventional car (insurance is generally less expensive and roadworthiness tests are less frequent).

Finally, the electric version cuts the bill even further by reducing maintenance and fuel costs. To sum up: a licence-free car is full of advantages for an ever-growing proportion of the French population… and its electric version is even more advantageous!

Incumbents vs. traditional builders: beneficial emulation

Historically dominated by combustion engines, the French PSV market seems to be moving slowly but surely towards electric power. The boom of the Citroën Ami, launched in 2020, has had a lot to do with this, with more than 65,000 units sold in 5 years. It has recently been joined by another small electric no-licence car from a major manufacturer, the Fiat Topolino. These two models have enabled their manufacturers to take second and fourth place respectively in the rankings of the biggest sellers of licence-free cars in France in 2024.

All this in the face of players who are already well established and, above all, specialised. Pioneers who are not giving up, however, since the leader, Aixam, has added a 100% electric range, as has Ligier which, after seeing Citroën overtake it, was only a few thousand sales away from seeing Fiat do the same! The fact remains, and this is good news for everyone, that sales of the four brands mentioned have risen sharply between 2023 and 2024. This competition is good for a market that was once considered old-fashioned, as it has encouraged the Stellantis giants to invest in innovation around this soft mobility that they had sidelined for too long, and also the traditional players to speed up their electrification. All this while glamorising electric PSVs with marketing campaigns!

In the space of just a few years, licence-free cars have gone from being a “punishment for those who lose their licence” to a highly desirable form of soft mobility. And in this market, it’s a case of give and take: on the one hand, electric cars have given a boost to the PSV, and on the other, the growth of the PSV means that the French car fleet can be electrified more quickly.

Top 4 PSV manufacturers in France (2024)
1- Aixam / 10,771 sales / Growth of 8.7% / Combined heat and power / 33.9% of the market
2- Citroën / 9,267 sales / Growth of 4.2% / All electric / 29.3% of the market
3- Ligier / 5,869 sales / 8.4% growth / combustion and electric / 18.5% of the market
4- Fiat / 4,567 sales / First year / All electric / 14.3% of the market
( Voltandgo figures)

25 June 2025
In Europe, sales of electric cars are exploding!

Julien Chassagne

Sales of electric cars continue to grow at breakneck speed in Europe, and 2025 looks set to be a pivotal year for electromobility.

According to the latest figures from theEuropean Automobile Manufacturers’ Association, sales of 100% electric cars (BEVs) rose by 26.4% between January and April, reaching more than 558,000 registrations. This now represents 15.3% of the total new car market, up sharply on last year. In Western Europe as a whole, the market share of electric vehicles has even risen to 18.4%, compared with 14.3% for the same period in 2024. Hybrids saw an increase of 20.8%, with France the leading market, where sales rose by 44.9% over the year.

This growth can be explained by a rather favourable context. Despite the end of the ZFE in France, European regulations continue to put pressure on manufacturers to reduce their emissions. At the same time, the catalogue of electric models available on the Old Continent is becoming increasingly extensive, with more than 160 new models already available or planned for 2025, according to the Financial Times. Added to this are the various bonuses and reductions still in force in many European countries, as well as a growing interest among customers in electric and hybrid vehicles, which are certainly more fuel-efficient, but also less expensive to run.

Spain takes second place, France votes for Renault

The example chosen by ECO MOTORS NEWS to illustrate the breakthrough in car sales in Europe in the first half of 2025 is Spain. A country that has been slow to embrace electrification, but whose momentum seems to be firmly established: sales of electrified cars jumped by 72% in the first five months of the year, according to Reuters. This spectacular growth was driven by the massive arrival of Chinese models on the market: MG grew by 87%, Omoda by 213% and BYD saw its sales soar by 745%!

In France, it is hybrids that are driving the electrification of the car fleet, as we saw in the introduction. But what’s most interesting is to look at the rankings for the best-selling electric cars in France in the first quarter. The Renault 5 E-Tech, launched at the beginning of the year, is by far the best-selling electric car. At the end of April, it was ahead of the Citroën e-C3 and… the Scénic, also from Renault. In fact, the French manufacturer with the diamond-shaped badge has regained first place in the national ranking of electric car sales, with a 16.9% market share, ahead of Tesla, whose Model Y was relegated to fourth place, ahead of two Peugeot models. It’s clear that the French market is particularly keen on Renault, but also on French manufacturers in general.

Credit: Renault

Electric car sales: Tesla begins to share the cake

As we have seen, despite good sales figures in the electrified vehicle market, Tesla, long the undisputed leader, is experiencing a marked slowdown across Europe. The American manufacturer has seen BYD overtake it on the Old Continent. In addition to the antics of its founder, Elon Musk, some observers explain this fall in sales by a lack of diversity in the products on offer, but also by the electrification of the market, which is seeing more and more electric (and hybrid) models competing with the American giant, which nevertheless remains well positioned and whose 2025 Model Y is a benchmark.

Credit: Mathis Miroux

The year 2025 marks a turning point in the European automotive landscape. On the one hand, electric cars are making their mark at a rapid pace, and on the other, the market no longer resembles a Tesla monopoly, but rather a diversification, or even an upheaval, of the hierarchy of manufacturers in Europe. The Renault 5 E-Tech is a symbol of this successful transition in France.

24 June 2025
The Second-Hand Electric Vehicle Market: Between Growing Maturity and Falling Prices

Julien Chassagne

While there are local specificities from one country to another, the major trends in the global second-hand electric vehicle (EV) market are emerging with striking similarities. Whether in the UK, France, the United States or China, a common dynamic is observable: a surge in supply, growing buyer interest, and a significant price drop. These combined factors are naturally boosting the volume of transactions. While range anxiety remains the main barrier to buying a new EV, the second biggest obstacle is undoubtedly the purchase price. The second-hand market now offers a tangible solution to this issue.

A More Mature Market, a Broader Supply

In just a few years, the second-hand EV market has matured significantly. The steady rise in new electric vehicle sales year after year is now being reflected in the used car market. Over 17 million electric vehicles were sold worldwide in 2024—an impressive increase of nearly 3 million units compared to 2023—which is mechanically feeding the second-hand market. As a result, the stock of used EVs is rapidly growing, especially in Europe and the United States. For instance, the Society of Motor Manufacturers and Traders (SMMT) recently reported a record rise in used EV sales in the UK in early 2025, with a year-on-year growth of 57% in the fully electric vehicle segment. Across the Channel, in France, second-hand EV transactions have risen by 54%, driven by the growth of social leasing schemes and fleet renewals. In the U.S., the figure reaches as high as 60%. This increase in supply is accompanied by a natural consequence: falling prices.

Crédit : DR

The Good News: Falling Prices

Another key driver of this new market momentum is the rapid depreciation of electric vehicles. Their value drops faster than that of combustion engine models in the first few years. In 2024, some of the most popular electric models lost up to 30% of their value in just one year! While this may be concerning for first owners, it is excellent news for potential buyers, making it possible to purchase a used EV at very competitive prices—sometimes for under €15,000 on the French market, for example. In the UK, the average price of a second-hand EV dropped by nearly 20% in a year, and by 15% over the same period in the U.S. This price drop is finally opening up the electric vehicle market to a broader customer base, often excluded from buying new, leading to a kind of “democratization” of the electric vehicle. This is even more evident in the world’s largest EV market: China. There, the average price of a second-hand electric vehicle is around €10,200—still higher than the average price of a used combustion vehicle (€6,500). But it’s worth noting that more than half of second-hand EV transactions take place below the €6,000 mark, meaning they’re in fact cheaper than the average combustion vehicle. Add to that the fact that used EVs for sale in China are on average less than four years old, and it becomes clear that one can now afford a cheaper and more recent electric vehicle than a comparable combustion model. The second-hand market is now playing a crucial role in the transition toward more sustainable mobility. More accessible and more diverse, it’s becoming a strategic gateway for many households looking to drive clean without breaking the bank. As prices continue to drop and supply expands, 2025 could well be the tipping point for the second-hand EV boom—a turning point that may accelerate the global adoption of electric mobility, far beyond the early adopters.

23 June 2025
Tyres, a challenge for the electric car market

Julien Chassagne

No oil changes to be made, no spark plugs or cylinder head gaskets to be changed, and even less descaling to be planned: maintenance on an electric car is much less frequent – and less costly – than on a combustion car, except in one crucial area: tyres. Sometimes this is due to a simple oversight (some owners of electric cars, packed with technology and with no apparent engine, tend to believe that their steed will never see a mechanic in its life), but more often than not, tyre-related problems are due to the fundamental differences between combustion-powered cars and electric cars. There are, however, tyres dedicated to electric cars, as well as best practices for extending their life.

Credit: Robert Laursoo

Faster wear and tear

The characteristics of electric cars have a direct impact on tyre wear. Firstly, as the battery is often heavy, an electric car will weigh more than a combustion engine car of the same model, with a difference of 400 kg for a city car and up to 600 kg for an SUV. The first victims of this excess weight are none other than the tyres, which are subjected to higher pressure, which affects both their deterioration and braking distance, generally compensated for by harder braking which, although it may be regenerative and therefore good for range, accelerates the wear and tear on electric car tyres even further. As if that weren’t enough, the instant torque delivered by electric cars, again one of their main advantages, puts a greater strain on tyres during each acceleration than a combustion model. Several studies have shown that, on average, the tyres on electric vehicles need replacing around 10,000 km earlier than those on combustion engines.

Acoustic tyres?

The silent operation of electric cars amplifies the perception of the noise produced by contact between the tyres and the road, known as rolling noise. This sound is also produced by combustion-powered cars, but is masked by the noise of the engine. In town, at moderate speed, the discomfort is limited, but on the motorway or when you come across cobblestones, it can quickly become uncomfortable. To reduce this discomfort, all the giants in the sector have developed their own so-called ‘acoustic’ tyres. Generally speaking, this involves incorporating an absorbent foam inside the tyre, capable of reducing vibrations and, consequently, reducing the volume of rolling noise. Leading French tyre manufacturer Michelin claims a 20% reduction in noise. Continental is promising a reduction of nine decibels, compared with three at Pirelli.

Credit: Michelin

But when these manufacturers and their competitors design tyres dedicated to electric and electrified vehicles, noise is not the only factor they take into account. As we saw earlier, the main concern is that tyres on electric cars wear more quickly than their internal combustion counterparts. So tyres for electric cars have a number of technical features that differentiate them from those for internal combustion vehicles. Without going into too much detail about their ‘recipes’, manufacturers assure us that the materials used to make dedicated tyres are designed to withstand the high weight and instant torque of these cars. Their structure is also reinforced, with the same objective: to delay wear. These tyres offer a lighter resistance to movement, limiting friction and preserving the vehicle’s autonomy. An experiment carried out by Tire Rack, which compared the behaviour of specialised tyres and conventional tyres in real conditions, on the same electric car and following the same route, proved that fuel consumption was much lower with “electric tyres”.

Best practice

To optimise the life of the tyres on an electric car, there are a number of good practices to follow. First of all, you need to check your tyre pressure regularly, once a month if you drive regularly. The right tyre pressure ensures good range and slower wear. We also recommend that you rotate your tyres every 8,000 to 10,000 km, to spread the wear more evenly. It’s worth noting, even for drivers of internal combustion vehicles, that it’s advisable to adopt a supple driving style, avoiding hard acceleration – which is certainly tempting when all the torque is instantly available – and hard braking. The same goes for wheel alignment and balancing, which are often overlooked when it comes to maintenance. By following this good advice, as well as choosing dedicated tyres – even if they are a little more expensive – you can not only extend the life of your tyres, but also, and above all, improve your driving experience.

Credit: Enis Yavuz

19 June 2025
Dacora Motors, electric neo-retro with an American twist

Julien Chassagne

A young American company, Dacora Motors, has just presented its first neo-retro concept car, inspired by the cars of the inter-war years, modernised and 100% electric.

If there’s one thing that car enthusiasts, whether they run on watts or benzine, can agree on, it’s their love of concept cars. And the one that Dacora Motors, a young American company founded by Kristie D’Ambrosio-Correll, an engineer, and her husband Eric, has just presented is likely to put everyone on the same wavelength. It combines the slightly Art Deco elegance of 1930s design with 100% electric performance and modern standards.

Credit: Dacora Motors

With its long, solid walnut bonnet, a cabin crammed with analogue dials, backlit buttons and wood veneers, and dizzyingly massive curves reminiscent of an old Cadillac, it almost feels like you’re on the streets of a mafia-ridden Chicago at the height of Prohibition, but certain technical and technological details, notably the screens and haptic buttons, take us back to 2025. Still at the concept stage, this large saloon, which could well be driven by any Batman villain, could nonetheless go into production very soon, according to Dacora Motors.

Dacora Motors, 800 bhp, 600 km range and… 500,000 dollars!

In terms of power, this Dacora develops the equivalent of 800 bhp and has a claimed range of 400 miles (643 kilometres), enough to cover the distance between Los Angeles and Las Vegas without recharging, despite weighing almost three tonnes. That’s if you’ve still got a bit of change to put in the red at the roulette wheel, because to buy the Dacora you’ll have to shell out 500,000 dollars. At that price, owners will be able to personalise their cars, from the livery to the colour of the leather and the wood types. The least they can do.

Credit: Dacora Motors

Electricity seems to have given the traditional manufacturers the runaround, and on the whole they are playing it safe with minimalist, futuristic and repetitive designs, gradually losing their visual identity. So it’s rather refreshing to see young upstarts like Dacora Motors going in the opposite direction with a car with such an assertive character. It remains to be seen whether this will be enough to overshadow Rolls-Royce and its electric Spectre, which costs almost €400,000. For that to happen, the Dacora saloon would have to go from concept to production. And while it’s important to remain cautious, the buzz around this type of neo-retro model is very strong, and it wouldn’t be surprising to see the first Dacora Motors leave the factory in a small production run. Indeed, according to Kristie and Eric, pre-orders have already exceeded their production capacity! One thing’s for sure: it will be made in the United States, with the added expertise of Pininfarina… and that’s saying something!

Credit: Dacora Motors

18 June 2025
“No system is invulnerable” Gaël Musquet, ethical hacker and cybersecurity specialist

Julien Chassagne

As modern vehicles, and even more so electric vehicles, become increasingly connected, their vulnerability to cyber attacks continues to grow. Gaël Musquet, ethical hacker and cybersecurity specialist, warns of the vulnerabilities of these connected systems from the Campus Cyber in the heart of the La Défense district, a place that brings together many cybersecurity players. And for him, no technology is infallible. His watchword? Resilience. Interview.

A windy afternoon in the La Défense district. Gaël Musquet, a meteorologist by training, ethical hacker and Chevalier de l’Ordre national du Mérite, welcomes us to his HQ, the Campus Cyber, a “totem pole” bringing together hundreds of companies dedicated to cybersecurity. He takes us on a tour with what he familiarly calls his “toys” in his arms: drones, a whole bunch of cables, screens and printed circuits that he uses and/or makes in his lab. His current project? A rover that can be remotely piloted and used in military operations.

Credit: Mathis Miroux

But Gaël Musquet’s biggest toy is his car. A Toyota C-HR hybrid that, from the outside, looks no different from the production model. Named ‘Red Pearl’ (in reference to the colour of the livery and the Caribbean origins of its owner, who is technically… a pirate of the Caribbean), it is a ‘show car’ hacked by Musquet himself, which he dismantles and hacks in public at conferences and which, at the touch of a button on the cruise control, transforms itself into an autonomous vehicle, with the exception of detecting tolls and a few problems with roundabouts.

Credit: Mathis Miroux

After taking ECO MOTORS NEWS on board for a demonstration of the almost limitless possibilities of car hacking – the car detects blind spots better and manages its braking better than the person writing these lines, to be honest – the ethical hacker took the time to sit down for a few minutes with us, for an interview.

What do you think are the main cyber risks facing electric cars today?

Gaël Musquet: Electric vehicles present five major attack surfaces. The first is physical: opening, theft of the vehicle, access to the passenger compartment, etc. The second is radioelectric: for example, NFC badges or contactless keys are targets. The second is radio: for example, NFC badges or contactless keys are targets. Then there are electronic vulnerabilities, via on-board data buses. Once physical or radio access has been compromised, action can be taken via these interfaces. The last two concern software installed on ECUs and on-board computers and data produced or received by the vehicle, such as connections to websites or manufacturer services. These are all entry points for cybercriminals.

You’ve hacked into your own car, which you use as a show car for your business. Can you tell us about it?

Gaël Musquet: I wanted to show these vulnerabilities in a concrete way. It’s important not to get bogged down in rhetoric or abstract standards. We’re talking about 140,000 car thefts in 2024 in France, that’s one every four minutes! So I’ve created a ‘show car’ which, as well as being autonomous, is above all a guinea pig that I can take apart, test and show. I use it to illustrate real issues and to advise customers and partners.

Credit: Mathis Miroux

And it’s all available as open source…

G.M. : Absolutely. My vehicle is based on open source software and hardware. The idea is that everything I demonstrate should be reproducible. Open source software allows the code to be collectively audited, which strengthens security. And it also guarantees a degree of technological sovereignty, since it is not dependent on a private player or a foreign state.

In your work on critical infrastructures, you often talk about resilience. How vulnerable is the recharging network to cyber attacks?

G.M. : No system is invulnerable. The real question is: how long will it take an attacker to bring it down? To build a resilient network, we need diversity in technical solutions and a culture of audit: penetration tests, code reviews, contributions from open source communities (such as the Linux foundation or the EVerest project). Some countries, such as Japan, are already opting for this openness, which makes their systems more resilient.

Credit: Mathis Miroux

Is there a need for an “audit culture” in the automotive sector, as there is in the banking and energy sectors?

G.M. : Yes, it’s essential. For the past two years, manufacturers have been required to incorporate cyber security into vehicle design. But this is still not enough. We need to give hackers access to vehicles so that they can audit them and organise bug bounties, rewarding those who find flaws. And above all, we need to think about cyber maintenance: developing standards, processes, updates, etc. We need cybersecurity crash tests, just as we do for physical security.

With the advent of bi-directional charging (V2G), cars can inject energy into the network. Is this a new entry point for cyber threats?

G.M. : Yes, clearly. It’s no longer just an exchange of fuel, but an exchange of data and energy. It also involves new players: energy suppliers, payment operators, network managers. The stability of the entire electricity network is at stake.

Credit: Mathis Miroux

As consumers, what can we do to protect ourselves from these attacks?

G.M. : There are a few simple things you can do: lock your vehicle and, when you get home, keep your keys away from your door and windows, especially if they are contactless; apply software updates to your vehicle, as you would to your smartphone; and protect access to your vehicle by parking it in supervised areas, or by using mechanical anti-theft devices such as the steering wheel lock. These measures may seem anachronistic, but they are still effective in delaying or deterring an attacker.

Are you optimistic about the development of automotive cyber security?

G.M. : Yes, very much so. At Campus Cyber, I see an active ecosystem, exchanges between peers, but also with passionate young people. In fact, I’m taking on eight of them on work placements this month! The automotive industry needs to be promoted among young people. The technical professions (mechanics, electrical engineers, etc.) are noble and essential to electromobility. It’s up to us to pass on this passion. There are 60,000 vacancies in the cyber sector today, and they will be essential tomorrow.

Credit: Mathis Miroux

You often talk about “getting your hands dirty”. Is this an important part of your approach?

G.M.: Absolutely. The manual side of things is sometimes devalued, but we need people who touch, test and manufacture, whether it’s hardware or code. My job is 80% human and 20% technical. Understanding fears, needs and emotions is what enables us to create effective solutions. Technology alone is not enough if we don’t know how to explain, support and create meaning.

17 June 2025
Sungrow, a solar energy giant reinventing fast charging

Julien Chassagne

During the DriveToZero trade show at Porte de Versailles on 4 and 5 June, ECO MOTORS NEWS had the opportunity to meet Robert von Wahl, EV Charging Europe Director at Sungrow, one of the world leaders in renewable energies, which decided ten years ago to put its expertise at the service of electric vehicle charging.

Credit: Sungrow – DriveToZero

Electric mobility is, of course, all about the hardware – the vehicles themselves – and the software – the on-board software and technologies – as well as recharging. And with recharging comes a host of issues to be resolved, whether in terms of the energy used and its storage, management of the power delivered or the surface area occupied by charging points in recharging stations, car parks, bus and lorry depots, etc. Some companies are already well ahead of the game in these areas. This is particularly true of Sungrow, the Chinese giant and world leader in power conversion, which was founded in 1997 on the renewable energy market, focusing on photovoltaic (PV) inverters. In the mid-2010s, anticipating the coming boom in electric mobility, the group set up a branch dedicated to recharging, with Robert von Wahl as European Director. At DriveToZero, Robert von Wahl took the time to explain the company’s strategy, illustrating the current challenges facing players in the market and the solutions needed to meet them.

Satellite recharging… on the cow floor!

In order to solve the problem of the lack of space in charging stations, whether public or private, while offering power for fast charging, Sungrow has developed what it calls “satellite charging”, which has nothing to do with the conquest of space. Sungrow has developed what it calls “satellite charging”, which has nothing to do with the conquest of space. As Robert von Wahl explains, these systems ” separate the power supply from the charging point itself. A single power cabinet can therefore supply several satellite charging points spread across a site”. This configuration is particularly well suited to ” bus depots or logistics hubs where space is limited and several vehicles need to be recharged simultaneously “, he adds. As well as saving space, this architecture reduces infrastructure costs, limits connections and offers greater flexibility in adapting the network to the changing needs of the vehicle fleet.

Credit: Sungrow – DriveToZero

Modularity and efficiency are essential for companies that make intensive use of their charging points. Sungrow’s catalogue now includes several of these ultra-fast chargers, which can intelligently distribute the power of the power cabinet (480 kW) between several vehicles connected simultaneously. So, taking the example of a lorry depot, it is possible to deliver less energy to the vehicle that you know won’t be setting off again until the next day and, from the same charging point, deliver sufficient energy to another vehicle so that it can set off again within the next two hours.

ESS + PV + DC = future?

Don’t understand the equation? Don’t panic. Before we met Sungrow at the show, it was all a blur to us too! ESS stands for storage solutions, PV for inverters that convert solar energy and DC for direct current, often used to refer to fast recharging. And, according to Robert von Wahl, ” by integrating energy storage, photovoltaics and DC charging, we obtain a complete energy management solution ” that enables batteries to be charged during off-peak periods thanks to solar energy, and then to supply vehicles during peak demand periods. It’s a way, he continues, of ” reducing the costs associated with hourly grid tariffs, relieving the load on the grid, and guaranteeing locally produced, green energy “. While having the necessary know-how and experience to offer this ‘all-in-one’ solution in-house, as Sungrow does, is still not widespread on the market, our visit to the DriveToZero show showed us that many start-ups and companies are increasingly thinking about this more global approach.

European challenges

Although Europe is making good progress, it is still marked by regional disparities. ” Europe is making rapid progress, but there are still significant imbalances between countries ,” says Robert von Wahl. According to him, in France, efforts have been made, mainly in urban areas, but the density of rapid charging points is still insufficient at national level on the motorway networks. The main reason, noted by many players in the sector, is the electrical capacity available in certain areas, particularly commercial areas. ” In these areas, the grid connection is often limited. It is difficult to supply several ultra-fast charging points without significant investment,” he points out. Furthermore, standardisation of protocols and interoperability between operators remain crucial issues. Sungrow, for its part, is responding with customisable, ‘intelligent’ solutions that are compatible with a wide range of configurations, both geographical and technical, but there is still a considerable amount of work to be done in the field.

Credit: SUNGROW HQ

The advantage that the Chinese group has over its competitors – in addition to 25 years of world leadership in energy conversion – is the experience it has acquired in its home country, which is ahead of Europe when it comes to recharging infrastructures. Our ambition is to become a key player in the electrification of transport in Europe”, says von Wahl, “and to achieve this, the company relies on modular products that can be adapted to local standards, and invests in R&D on European soil “. Indeed, the company has set up its R&D department in Amsterdam, the Netherlands, a strategic hub for the development of electromobility on the Old Continent.

This strategy is accompanied by industrial partnerships with local players, as well as with universities and public authorities, in order to ” simplify the large-scale deployment of intelligent charging infrastructure “, concludes Robert von Wahl. By combining solar energy, intelligent storage and ultra-fast charging in a complete, compact architecture, Sungrow is positioning itself as a key player in the energy transition, and if the many start-ups we met at DriveToZero are anything to go by, it could well become a benchmark in the years to come.

16 June 2025
Genesis in France, Hyundai’s premium electric vehicle

Julien Chassagne

Genesis, the top-of-the-range brand from the Korean Hyundai group, is preparing to set up shop in France. The first deliveries are scheduled for early 2026, and this little-known manufacturer on the Old Continent will be taking its first steps here in 100% electric form!

Hyundai took advantage of its presence at the 24 Hours of Le Mans to announce the arrival of its premium brand in four new European markets. Genesis is thus preparing to land in France, Italy, Spain and the Netherlands, four years after it began its conquest of the Old Continent in Germany, the United Kingdom and Switzerland.

An electric trident for the arrival of Genesis in France

The launch of Genesis in France had to be 100% electric. That’s the way things have always been, but also, and above all, the way the market is heading. And the Korean manufacturer is not doing things by halves, as it has decided to launch three models. The GV60, a compact SUV that will go down as the brand’s first vehicle designed from the outset to be electric (which explains its sleek design), the eGV70, its XL version, and the eG80 large road saloon.

Credit : Genesis

While Genesis has built up a fine reputation thanks to its innovations, both in terms of design and on-board technology, the brand still has a lot of work to do to raise its profile in France. All the more so as it intends to go hunting in the territories of the big European premium names, from BMW to Mercedes to Polestar, while taking on the Chinese manufacturers who are seeing their market share grow year on year. In short, we need to make up this shortfall in brand awareness, and to do this, Genesis plans to set up a dozen ‘studios’ in France. More than dealerships, these will be showrooms inspired by luxury boutiques which, according to Le Figaro, are due to open in Paris, Lyon, Bordeaux, Nantes, Lille, Strasbourg, Nice and Toulouse.

Genesis well placed in the price war?

As I said earlier, the competition looks set to be fierce for Genesis when it arrives in France. And while the customer experience of a tailor-made studio to choose your vehicle is a strong point, it is above all the quality/price ratio that will tip the balance when it comes to signing the cheque, even in the premium segment. Based on prices already known in Switzerland, and bearing in mind that prices are generally higher in Switzerland, we discover that the GV60, the cheapest of the three models that will be available here, starts at €68,000, which is in the same ballpark as the Mercedes EQB and the BMW iX2.

Credit : Genesis

It remains to be seen whether the technological and comfort arguments put forward by Genesis, those that will make the difference more than the engine, will be able to surpass the two German giants in terms of quality, since in terms of price, it’s not certain that there will be a big enough difference to play in the Korean manufacturer’s favour. To find out for sure, we’ll have to wait until 2026 and the arrival on our roads of the first Genesis-badged cars for ECO MOTORS NEWS journalists to get their hands on them.

Genesis Magma, the sporting showcase

In the meantime, the brand is making a name for itself in France with its Genesis Magma programme. It’s no coincidence that Genesis announced its arrival on the French market during the 24 Hours of Le Mans. The legendary endurance race is a prestigious showcase for the brand, which took part this year in the LMP2 category, ahead of its move into the hypercar category in 2026 with the GMR-001.

Credit : Genesis

16 June 2025
Tesla Model Y 2025, still on top?
Julien Chassagne

ECO MOTORS NEWS had the opportunity to get hands-on with the Tesla Model Y 2025. This electric SUV has managed to sell more than 3.5 million units since its launch in 2020, and was even the best-selling vehicle of all energy sources in 2023 and 2024. In other words, the American manufacturer has high hopes for this restyling.

Credit: Mathis Miroux

We’ve arranged to meet at the Tesla Center in Saint-Ouen, where our ride of the day is waiting for us. Dressed all in black, our Tesla Model Y 2025 is ready to devour the kilometres of the route we’ve planned for it today: a bit of town, a bit of the ring road, the main road, the secondary road and the motorway, to put it through its paces in as many conditions as possible.

First impressions

At first glance, the change is obvious. The design of the Model Y has been extensively revised for this new version, with more than half the parts reworked to improve aerodynamics (and consequently range). The front lights, inspired by the Cybertruck, add a real touch of modernity, while the rear lights feature a wide, diffused strip of light to great effect. This restyling, which is much more contemporary, finally erases the slightly dated lines of the 2020 version.

Credit: Mathis Miroux

At the rear, the boot still impresses with its capacity. The rear seats can be folded down at the touch of a button, and it is now possible to raise them in the same way. This is a real plus in terms of practicality. The panoramic roof, which remains true to form, is an undeniable asset in terms of light and the feeling of space on board.

Credit: Mathis Miroux

Finally, and this was often a criticism of Tesla, the finish is impeccable: Alcantara, aluminium, ‘vegan’ leather – it’s quality, well-worked and up to the standard you’d expect from a top-of-the-range car.

Credit: Mathis Miroux

Behind the wheel of the Tesla Model Y 2025

In terms of driving, Tesla has taken another step forward. Comfort has been improved, thanks in particular to much more advanced soundproofing. The chassis has adopted the changes made to that of the latest Model 3, making it a little more supple. Although it’s still a little too ‘grounded’ for lovers of automotive animality, it does the job well for an SUV that manages, despite its two tonnes, to offer some response in bends and a less heavy feel than other vehicles of the same size. The suspension has been reworked and, although in standard mode you can feel the cobbles a little at low speeds, you only need to accelerate a little to free yourself from the roughness of the road. It’s quite impressive! The steering is supple and precise, and very pleasant when you choose the ‘supple’ mode.

Acceleration remains true to Tesla’s reputation: crisp, immediate, with no lag time. Braking is excellent, particularly with the ‘one pedal’ mode, which allows you to slow down effectively simply by releasing the accelerator. The only downside of our experience is a turning circle of over 12 metres, combined with a width of 2 metres, which means you have to anticipate manoeuvres, especially in dense urban areas.

But on all other types of road – crowded ring roads, potholed highways or open motorways – the 2025 Model Y performs brilliantly. The range is in line with what’s displayed on the screen, and you even recover a little energy by braking. The journey planner, as practical as ever, anticipates any necessary stops at superchargers, which is a great relief for the driver.

Anecdote: during our stop at the Supercharger, many other Tesla drivers came up to us to ask questions about this new model, confirming the ‘wow’ effect felt when we picked up the car.

Credit: Mathis Miroux

Finally, still on the subject of comfort, the seats are now not only heated, but also ventilated, a real plus, and there are still two screens on board, at the front and rear, to manage all the vehicle’s settings.

Credit: Mathis Miroux

Conclusion

The experience was so convincing that it was hard to hand back the keys – or rather the card – after this test drive. Comfort, versatility, reliable range, responsive driving and even the price of recharging (€16 to go from 40% to 98%) make the Tesla Model Y 2025 a truly complete vehicle. The restyling is a real success, bringing this SUV up to date with the times.

In short, it’s a banger. Tesla is striking hard to face up to increasingly serious competition from Europe, but especially from China. The Model Y 2025, unquestionably one of the best value-for-money cars on the market, has all the weapons it needs to continue its domination and, why not, top the list of the best-selling cars in the world for the third year running. The arrival of rear-wheel drive versions at even lower prices (from €44,990) could well help it achieve this objective.

Credit: Mathis Miroux

For our part, we can already see ourselves inflating Tesla’s signature mattress (yes, yes) with the cigarette lighter built into the boot, and falling asleep peacefully in the huge trunk under the stars thanks to the panoramic roof, at a perfectly stabilised temperature, thanks to… the Camping mode! There’s no end to the options available on this new Model Y…

ECO MOTORS NEWS notes on the Tesla Model Y 2025
- Tried and tested model: Model Y Grande Autonomie All-Wheel Drive
- Range: 586 km (WLTP) with 19-inch wheels / 568 km (WLTP) with 20-inch wheels
- Fuel consumption: 14.8 kWh/100 km for 19 inch / 15.3 kWh/100 km for 20 inch
- 0 to 100 km/ h: 4.8 s
- Maximum speed: 201 km/h
- Maximum supercharging power: 250 kW
- Boot volume: 2138 litres
- Price: €52,990
6 June 2025