Category: Expertise

As we enter 2025, the French automotive industry is stepping up its efforts to adapt to the energy transition. Between technological advances, the development of recharging infrastructures and regulatory changes, the electromobility landscape is undergoing major transformations.

Since January, French manufacturers such as Renault and Stellantis have continued to invest in the development of high-performance, affordable electric vehicles. Renault, a European leader in electric cars, is continuing to invest in V2G technology. This technology enables energy to be redistributed on the electricity grid (Vehicle to Grid). It can also power electrical appliances (Vehicle to Load). Renault continues to invest in research and development to further improve its technologies and meet the challenges of the energy transition.

Stellantis, for its part, is developing modular platforms dedicated to electric vehicles. The aim is to diversify its offering while keeping production costs under control. This automotive group is one of France’s leading innovators. It is France’s leading patent filer, with 1,289 patents registered in 2024. These figures come from the rankings announced by the Institut National de la Propriété Industrielle (INPI).

This year, Vinci Autoroutes is also testing an “electric motorway” capable of recharging vehicles by induction on a two-kilometre stretch of the A10 near Paris. This project, led by Vinci Autoroutes in collaboration with Gustave-Eiffel University and industrialist Hutchinson since 2023, aims to test the energy efficiency of this innovative technology. The device is buried a few centimetres beneath the carriageway. It could reduce the number of stops required for recharging. It could also reduce the size of the batteries needed, thereby contributing to the decarbonisation of transport, particularly for heavy goods vehicles.

A fast-expanding recharging network

The rollout of charging infrastructure is gathering pace in France. From 1ᵉʳ January 2025, new obligations require car parks in buildings open to the public to be equipped with charging points, in accordance with the provisions of the French Mobility Orientation Act (LOM). Non-residential buildings with more than 20 parking spaces must now install charging points for electric vehicles, with at least 5% of spaces equipped, including spaces for people with reduced mobility. This should satisfy electric motorists: “This is a necessary change to support the transition to electric mobility. The lack of charging points was a major obstacle for many drivers. With these new requirements, it will finally be easier to recharge your vehicle on a daily basis”, explains Thomas, a resident of the Paris region.

Accessibility of charging in condominiums

Similar measures have been put in place in condominiums to facilitate access to recharging for residents. According to the fourth IRVE Barometer published by Avere-France, AFOR and Enedis, more than 10,000 condominiums are now equipped with charging stations. In addition, 33,880 condominiums have validated their plans to install charging infrastructure. These initiatives are designed to encourage the adoption of electric cars. They improve the accessibility and convenience of recharging. They also address concerns about range and infrastructure.

“Thanks to these measures, I can finally recharge my car in my car park. Before, I had to leave my car more than ten minutes from home, which was very tiring. I went to great lengths to ensure that we could have these recharging facilities,” says a delighted Laura, who owns an electric car. Although the figures are rising, the deployment of charging infrastructure is struggling to keep pace with the growth in the electric vehicle market. According to the barometer, there are 269,000 apartment blocks with car parks in France, but only 3.94% of them currently have a collective recharging solution.

Changing financial incentives

On the regulatory front, the French government plans to cut support for the purchase of electric vehicles by a third by 2025. The budget will be cut from €1.5 billion to €1 billion. On 2 December 2024, the conversion allowance was abolished. This bonus provided aid for the purchase of a less polluting vehicle by scrapping an old car. This reduction is explained by the falling cost of electric vehicles and their growing market share. As a result, the need for subsidies has been reduced.

The remaining funds will be prioritised for low-income households to ensure a fairer transition.

The government is stepping up penalties on vehicles with high CO₂ emissions, lowering emission thresholds to 113g CO₂/km in 2025, then to 106g in 2026 and 99g in 2027. These measures are designed to encourage the adoption of cleaner vehicles and accelerate the transition to sustainable mobility.

A sector still facing challenges

The year 2025 marks a turning point for the French automotive sector. Industry players are focusing on sustainability, safety and innovation. However, challenges remain. They concern the affordability of electric vehicles, the densification of recharging infrastructures and the management of the environmental impact of battery production and recycling.

Research is continuing into alternative technologies, such as solid batteries and hydrogen. These innovations aim to improve range and reduce the sector’s carbon footprint. The industry will also need to be structured to ensure that batteries are more recyclable. It will also have to minimise their environmental impact throughout their life cycle.

Collaboration between public authorities, manufacturers and consumers will be key to overcoming these obstacles. It will help to position France as a leader in electromobility in Europe.

As the electric car market is still relatively new and growing rapidly, it is of interest to consultancies and pollsters, who are constantly publishing studies on the subject which, when aggregated, produce a profile of the typical electric car owner in France.

We know that they are men (nearly 70% of owners), private individuals, aged between 46 and 48 according to the studies (much younger than those with combustion engines, whose buyers of new cars are approaching sixty), mostly city dwellers, who invest in new cars. Technophiles, they generally have a charging point at home – a figure that rises to 90% for house owners – and, despite comfortable incomes, they tend to go for the most affordable models, which they acquire by leasing. Finally, in the first few months of 2025, French electric vehicle owners were more inclined to buy… French! In fact, the top 10 electric cars sold in France in recent months include six models from French manufacturers.

The main motivations

For this typical buyer and all the others, the decision to go electric is the result of a number of factors. The first is, of course, consumers’ growing ecological awareness. Reducing their carbon footprint (in use) and making their own contribution to curbing climate change are the main reasons for considering the purchase of an electric car, particularly among younger people, which explains why the average age of electric vehicle owners is lower than that of internal combustion customers. But this is not the only argument in favour of ‘watted’ cars. While the average purchase price of an electric car is always higher than that of a combustion engine, the running costs are lower, maintenance is less frequent and more expensive, and it is possible to benefit from state aid to reduce the bill. Add to this the numerous financing options, from long-term leasing (LLD) to leasing with an option to purchase (LOA), and the wallet can manage without too much damage. The new generation, for whom the car seems to be primarily a utility object rather than a collector’s item, seems more inclined to lease their vehicle and to change it more often than their elders.

In the same vein, shifting gears after rattling the rev counter, listening to the hum of a V8 and changing the oil, filters and spark plugs in the garage on Sundays is a little less thrilling for these new buyers, who prefer a vehicle that is quiet, easy to drive and packed with technology.

Persistent obstacles

But let’s not kid ourselves. If the electric car market is growing rapidly, it’s mainly because it started from scratch and has been boosted by various political measures, both in France and in the European Union. Consumers are still faced with a number of obstacles to the purchase of an electric car, the most important of which is range. This is the number one concern for more than 80% of French people, even though on average they only drive around fifty kilometres a day. In addition to this – slightly exaggerated – fear of a breakdown, there’s the worry of not being able to find charging points. With 160,000 charging points spread across the country, France is not lagging behind, and is even aiming for 400,000 by 2030. By way of comparison, there are only 10,000 service stations in the whole country! But the argument is still valid, particularly for people living in rural areas who often have no choice but to install a charging point at home, given the long distances between charging stations.

Finally, although we mentioned above that electric cars can be interesting from a financial point of view, money is still a barrier for most households. This can be explained by the fact that the second-hand market for electric cars is still very small. Logical, given that a French owner keeps his or her electric vehicle for an average of 5 years before selling it on, and that a large number of these vehicles in the French fleet have been on the road for less than 5 years… There are grounds for optimism.

Towards democratisation?

All the lights are green for the democratisation of electric cars (and electric mobility in general) in France and Europe. Carmakers have switched, are switching or are planning to switch to 100% electric cars, from the most mass-market to the most luxurious, driven by the desire to change things, to attract new, younger consumers who are concerned about the environment, but above all by the local policies imposed on them. In 2035, quite simply, it will be forbidden to sell new combustion-powered vehicles. And 10 years is the minimum time needed to ensure that the transition is complete by then.

The ambitions for infrastructure dedicated to recharging electric vehicles are very high, but so far in France, one target after another has been met, giving us confidence for the future. The same goes for innovations to extend the range of electric vehicles, battery recycling and battery manufacture – all areas of uncertainty and concern for French consumers that should become clearer over the next few years. The main question is whether, by 2035, the sketch we drew up in the introduction will be any different from that of 2025? Not for sure, but if there is a real democratisation of electric mobility, it will be much more complex to establish!

France is banking on electric vehicles to secure its industrial and environmental future. In 2024, production of electric vehicles jumped by 68%, driven by iconic models such as the Renault 5 electric and the Peugeot e-3008. But in a market dominated by China and the United States, the French industry must redouble its efforts to remain competitive. Between innovation, relocation and economic pressure, the French electric vehicle industry is at a turning point.

The French government has set an ambitious target of 800,000 electric vehicle sales per year by 2027, up from around 300,000 in 2023. This will be accompanied by accelerated development of charging infrastructure, with a target of 400,000 charging points installed by 2030. To encourage consumers to take the plunge, schemes such as the ecological bonus and social leasing at 100 euros a month have been introduced. However, these incentives are gradually being reduced, a sign that the market needs to become more self-sufficient.

At the same time, French carmakers are investing massively to offer vehicles that are more efficient, more autonomous and more accessible to a wider customer base. However, there are still many challenges to be overcome, such as the still high purchase price, the cost of batteries, uncertainties over critical materials, and the resistance of some consumers to new powertrains.

Strategic investment for greater autonomy

Faced with Europe’s dependence on Asian imports of batteries and rare materials, France has embarked on a policy of industrial sovereignty. Several gigafactories are currently under construction, notably in the north of the country, with the aim of producing batteries locally and reducing logistical and environmental costs. In Dunkirk, a Franco-Chinese partnership between Orano (formerly Areva) and XTC New Energy Materials, announced in December 2024, plans to manufacture battery components. This €1.5 billion ambition, conceived as part of the NEOMAT project, raises both hopes and questions about technological dependence on China.

Raw materials are also a major issue. The energy transition depends to a large extent on rare metals such as lithium, cobalt and nickel, the extraction of which is highly concentrated in a few countries, particularly in South America and Africa. To secure these resources, France and Europe are seeking to diversify their supplies and invest in projects to recycle used batteries.

Fierce international competition

While electromobility in France is making progress, it faces intense competition. Tesla, with its plant in Berlin, is flooding the European market and dominating sales with its Model Y, which has become the benchmark electric SUV thanks to its range, performance and ultra-developed recharging network. This local presence enables Elon Musk’s brand to avoid customs duties and speed up deliveries in Europe, strengthening its dominant position.

China, meanwhile, despite French restrictions on aid for vehicles produced outside Europe, is making its mark with brands such as BYD and MG Motors. These manufacturers are banking on very competitive prices and advanced technologies, particularly in terms of batteries and energy efficiency. BYD, which develops its own lithium-iron-phosphate (LFP) batteries, enjoys a strategic advantage by reducing its production costs and offering high-performance models at attractive prices. Blade Battery technology currently offers capacities of 61.44 kWh and 80.64 kWh, giving a range of between 433 and 552 kilometres according to the European WLTP homologation cycle. Chinese-controlled MG Motors is also attracting interest with its well-equipped, affordable vehicles, increasing the pressure on European manufacturers who are struggling to compete in the entry and mid-range segment.

The French industry is seeking to distinguish itself through the quality of its vehicles and their integration into a national energy ecosystem. The government is supporting this approach through the France 2030 plan, which aims to produce two million electric vehicles a year in France by 2030, by mastering cutting-edge technologies such as electric motors and batteries. Producing more affordable vehicles is one of the major challenges. Several projects aim to develop models costing less than €20,000, while guaranteeing satisfactory range and durability. For example, Renault plans to market an electric version of the Twingo in 2026 at a price of less than €20,000.

A key role for public policy

To support the industry while speeding up the ecological transition, subsidies for the purchase of electric vehicles will be gradually reduced, from €1.5 billion to €1 billion by 2025. At the same time, stricter taxes on internal combustion vehicles are being introduced to encourage consumers to switch to electric vehicles.

France is investing in battery recycling to limit its environmental impact and reduce its dependence on imports of rare metals. Companies such as Verkor and Northvolt are developing innovative solutions to recover lithium, cobalt and nickel, reintegrating these materials into new batteries.

By focusing on the circular economy, the aim is to secure supply, reduce the carbon footprint and strengthen industrial autonomy. These initiatives are part of a wider strategy to make electric mobility more sustainable and competitive.

Making the transition more accessible

The development of electromobility in France must not be at the expense of accessibility for low-income households. Developing a range of low-cost vehicles and extending the recharging network, including in rural areas, are priorities. Electric vehicles must also be integrated into a broader framework of sustainable mobility, including car-sharing and improved public transport.

Another major challenge lies in training professionals and adapting infrastructures. The installation of charging points needs to be accelerated in condominiums and public spaces, while garages and technicians need to be trained in the specific features of electric vehicles to support their widespread deployment.

The next few years will be crucial in determining whether France succeeds in establishing itself as a major player in electric vehicles in Europe. With strategic investment, an ambitious industrial policy and a focus on consumer needs, the French automotive industry has a card to play in this global transition.

The transition to electric mobility is no longer a prospect: it’s a reality that is being forced upon manufacturers, consumers and governments alike. In France, the market for electric vehicles (EVs) is growing at a steady pace. But a crucial question remains: is France ready, in terms of infrastructure, to keep pace with this upheaval? And can it compete with the leaders in Europe and Asia in terms of industrial competitiveness and innovation?

The challenge of recharging: between promise and reality

The deployment of charging points is one of the sinews of war. The 155,000 charging points announced for the end of 2024 mark a 31% increase in one year. But the fact that the 100,000 mark has been passed belatedly, more than two years late, reveals the structural difficulties we are encountering.

Although France is one of the three best-equipped countries in Europe, this dynamic masks major regional disparities. Nearly 80% of charging points are concentrated in major cities, leaving rural areas in an electrical desert. The Cour des Comptes warns that unequal access to the IRVE (Infrastructure de Recharge de Véhicule Électrique – Electric Vehicle Charging Infrastructure) is limiting user confidence and slowing down the transition. It also points to the “difficulty of achieving a balanced network tailored to the real needs of users”, due to the fact that “the areas, generally urban, with the most IRVEs are also those with the largest electric vehicle fleets”.

The business model for public charging points is a cause for concern, with high installation costs (up to €50,000 per rapid charging point), irregular usage rates and a reluctance on the part of operators to invest without a guaranteed return. In many medium-sized towns, there are fewer than 10 charging points per 100,000 inhabitants. In contrast, the Netherlands and Germany have a denser network, supported by strong public policies.

Another critical point is the power of the charging points installed. While the number of charging points is increasing, the proportion of so-called “fast” charging points (over 150 kW) remains in the minority. To convince motorists who are reluctant to switch to electric vehicles, the ability to recharge quickly on long journeys is a key argument.

As well as geographical disparities, there are a number of challenges weighing on the economic viability of players in the sector: soaring energy costs, adjustments to public subsidies and fluctuations in the electric vehicle market. All of these factors undermine the business models currently being developed.

In this still shifting context, the IRVE sector is in a maturing phase. To ensure that it flourishes, a level playing field needs to be established, encouraging both innovation and private investment.

France at a crossroads

The development of infrastructure does not rely solely on public investment, but on the mobilisation of the industrial and energy ecosystem. France benefits from a low-carbon energy mix, a still solid automotive industry and committed players.

But a number of obstacles remain. The first is administrative: projects slowed down by red tape, delays in connection or local blockages. Progress has been made via the“France Relance ” and“France 2030” plans, but implementation remains uneven.

The second challenge is economic: in low-traffic areas, the profitability of resorts is uncertain, and operators are reluctant to invest where subsidies are decreasing.

Finally, the reliability of the kiosks remains a problem. Some areas have an availability rate of less than 80%, fuelling public mistrust.

Industrial competitiveness: the battle for batteries

Behind the questions of charging points and bonuses, another battle is being waged: that of the industry. And it focuses on a central element: the battery.

Without it, it will be impossible to capture the added value of the electric vehicle. Long absent from this segment, France has reacted. At Douvrin, in Pas-de-Calais, the first production lines of ACC (a joint venture between Stellantis, TotalEnergies and Mercedes-Benz) have opened. Other projects follow: Verkor in Dunkirk in the Nord region, with the support of Renault, and Taiwanese company ProLogium, which has also chosen northern France as the location for one of its plants. These projects represent an investment of several billion euros. And the objective is clear: to produce hundreds of thousands of batteries every year by the end of the decade.

These “gigafactories” embody a desire for a change of scale and sovereignty, in the face of Asian domination. They are also seeking to secure supplies in the event of geopolitical tensions. But everything remains to be built: know-how, value chains and, above all, access to raw materials such as lithium and cobalt, which are often mined far away and under questionable conditions.

Train, adapt, don’t suffer

The switch to electric power is transforming the entire industry. No more pistons, less oil. More electronics, less mechanics.

According to theObservatoire de la Métallurgie, more than 100,000 jobs could be affected between now and 2035, not eliminated but reconfigured. The risk is that the transition will leave some employees by the wayside.

There are schemes in place: regional training courses, specialised apprentice training centres, in-house retraining. But the challenge is colossal. Training a battery technician or software engineer doesn’t happen overnight.

And the tensions are already visible. In the gigafactories, recruiters are short of profiles ready to respond to the increase in power.

A global race, a European response

France is not alone. It is part of a multi-level game in which Europe is trying to defend its positions against well-armed giants. China, which is ahead at every stage – extraction, refining, recycling – dominates the chain. The United States, with its Inflation Reduction Act (IRA), is banking on massive aid to relocate its green industry.

Europe is moving forward in stages: Green Pact, calls for projects, subsidies. But its response is often too slow and too fragmented. France is campaigning for a European industrial strategy based on innovation, moving upmarket and cooperation. Alliances with Germany and Spain will be crucial to the emergence of champions.

Because beyond the standards and investment plans, it’s a question of sovereignty: producing your own vehicles, batteries and software. Not relying on another continent to run our cars.

A pivotal moment

The transition to electric cars is underway. Manufacturers are speeding up, sales are following suit and public opinion is changing. But behind the shop window, a profound transformation is taking place: an industrial fabric that needs to be rebuilt.

It’s a race against time. There is no guarantee that it will be won. But it is vital for the competitiveness of the French automotive industry, for jobs, and to avoid becoming a mere consumer of imported technologies.

France has embarked on a profound transition in its mobility model, with the ambition of converting its entire vehicle fleet to electric power by 2035. While this change is often presented as an unavoidable necessity, in reality it brings with it a host of technical, social and industrial challenges that few countries have fully grasped. Behind the official announcements highlighting the mass adoption of electric vehicles by the French, the situation is actually more nuanced, with cultural reluctance, sometimes contradictory political choices and constant strategic adjustments on the part of manufacturers.

This dossier offers a detailed and critical analysis of public policies on electric vehicles, highlighting the many factors that influence government decisions. Although these choices are often justified by ecological imperatives, in reality they respond to wider issues, combining geopolitical, economic and industrial considerations, sometimes in tension with each other. Despite visible progress in terms of market share, this transition still faces major structural obstacles that are likely to limit its real impact, including on the environment.

A transition with multiple and complex motivations

The climate argument is often put forward, but it is not enough on its own to explain the choices made in terms of the automotive transition. Admittedly, transport accounts for around 30% of CO₂ emissions in France, but presenting the electric vehicle as a single, unavoidable solution raises a number of questions. Recent research, in particular that of the International Energy Agency in 2023, reminds us that the environmental impact of an electric vehicle depends on the country’s energy mix and its entire life cycle.

In France, where the majority of electricity comes from nuclear sources, the environmental argument is still relevant. However, it tends to overshadow other decisive considerations. According to figures from the Ministry of Ecological Transition for 2023, the country’s heavy dependence on oil imports – almost 99% of the crude oil consumed in France is imported – makes electrification a strategic lever for reducing energy vulnerability and the trade deficit. Recent spikes in fuel prices have underlined the urgency of this issue in a country where the car remains a mainstay of daily life.

The industrial battle: preserving a key sector of the French economy

Behind all the talk of a “just transition” and positive ecology, the very future of the French car industry is at stake. Domestic manufacturers, starting with Renault, have been slow to embrace the electric revolution, leaving the field wide open to Tesla and Chinese brands such as BYD and MG, which have taken a significant lead.

Since 2020, the French government has injected almost €7 billion, according to figures from the Cour des Comptes, to support both households and the sales of French groups. The decision to exclude vehicles produced outside the EU from the ecological bonus from January 2024 is a good illustration of the industrial stakes involved. Officially justified by the need to reduce the carbon footprint of shipping, this measure is designed to protect European manufacturers from the competitive pressure of more affordable Chinese models.

Ambitious public policies with contrasting effects

The bonus-malus system: between administrative complexity and inconsistencies

The French system is based on a pile of tax measures that have become difficult to understand. The ecological bonus has been reduced to €4,000 for low-income households, compared with €7,000 previously, and the conversion bonus has been abolished. On top of this, local aid varies from region to region, with eligibility criteria that change regularly, creating instability and confusion.

In addition to this complexity, there are some perverse effects: the ecological penalty, which has been capped at €70,000 since March 2025, penalises large families and professionals who need spacious vehicles. The bonus, meanwhile, excludes vehicles costing more than €47,000, limiting access to premium models for the upper middle classes.

Low Emission Zones: a social time bomb

The widespread introduction of Low Emission Zones (LEZ) in 45 major cities is fuelling tensions. While there is a consensus on the need to reduce pollution, the way in which they are applied raises issues of fairness. According to the Observatoire des Inégalités (March 2024), a modest household in the inner suburbs of Paris could have to invest three years’ median salary in a compliant vehicle.

The solutions on offer – public transport, cycling – are often unsuitable. For travelling professionals (tradesmen, carers, etc.), doing without a car is unrealistic. This measure risks deepening the divide between well-equipped city centres and outlying areas that are still dependent on the car.

Commercial and professional vehicles: the big losers in the transition

The debate on the automotive transition continues to focus on private cars, even though commercial vehicles, which account for almost 60% of the vehicle fleet, are essential to the local economy. However, current electric models are struggling to meet needs: they have insufficient range once charged, take too long to recharge, and are prohibitively expensive for small businesses.

The bonus for commercial vehicles has been abolished, and local grants are largely inadequate. As a result, many small businesses are caught between the diesel ban and the lack of viable electric options.

A widening generational and territorial divide

The transition to electric vehicles is reinforcing inequalities. For older people living in poorly served areas, the car is still essential, but EVs are a source of anxiety: autonomy, recharging, new uses. Young working people in rural areas, meanwhile, are faced with a dilemma: keeping an old internal combustion vehicle or going into debt for a second-hand EV with uncertain range. This double divide highlights the as yet unresolved social and territorial challenges of the transition.

Towards a more balanced and realistic transition?

Faced with growing tensions, a more balanced approach is needed to avoid mass rejection. A number of levers can be envisaged:

• Creation of an independent observatory for EV prices and charging services to ensure transparency and combat abuse;
• Condition public aid on sobriety criteria (weight, autonomy, carbon footprint) to avoid supporting oversized models;
• Redirecting investment towards suitable alternatives: public transport in rural areas, organised car-pooling, utility bicycles, etc;
• Introduction of a moratorium on EPZs in areas where there are no credible alternatives, to give infrastructure time to develop.

A challenge to be readjusted for a successful transition

In conclusion, while the policy of electrifying the car fleet reflects an undeniable environmental ambition, it suffers from a lack of adaptation to social and territorial realities. By favouring a technocratic approach, decision-makers have underestimated the cultural obstacles, disparities and economic constraints faced by millions of French people.

The success of this transition will depend on a rebalancing of policies, greater consideration of actual usage and, above all, a global rethink of our relationship with mobility. Without this, there is a great risk that long-lasting resistance will emerge, compromising the very commitment to sustainable mobility.

Electric vehicles (EVs) are playing an increasingly important role in the French automotive landscape. In 2024, according to government figures, 100% electric cars will account for 16.8% of sales, confirming a stabilisation after strong growth between 2020 and 2023. The market is marking a shift in manufacturers’ positions, with popular segments evolving and a transition towards electrification.

After strong growth, sales of electric vehicles will fall by 2.7%, from 303,900 units in 2023 to 295,600 in 2024. Their market share remains stable at 16.8%, compared with 16.7% the previous year. Sales of plug-in hybrids followed the same trend, with 147,100 registrations, a fall of 9.6%. At the same time, combustion engines continued to decline. Diesel dropped to 7.2% of sales, while petrol fell by 37%, now accounting for 30.2% of the market. Diesel hybrids are becoming marginal, accounting for just 0.8% of sales (down from 1.2%). Conversely, the non-rechargeable petrol hybrid is growing strongly, becoming the best-selling engine in France.

Alternative energies (natural gas/LPG) are stagnating at 3.2% of the market. This shows a decline in traditional combustion engines, stagnation in new energies, and an increase in conventional hybrids as a transitional solution.

The best-selling electric cars in France in 2024: a reshaping of the market

The stabilisation after several years of sustained growth marks a repositioning of the dominant brands and a renewal of the popular models.

Tesla on the wane, Renault on the rise

For a long time the undisputed leader, Tesla is seeing its sales decline. The Tesla Model Y, although still in the lead with 28,576 units sold in 2024, is down 23% on 2023. Its other model, the Tesla Model 3, is down by 52.7%. This drop is partly due to the arrival of French competitors that are more accessible and better suited to consumer expectations.

Conversely, Renault is taking advantage of this momentum to become the market leader for electric vehicles in France. The Peugeot e-208 confirmed its success, with 23,602 units sold. The Renault Megane E-Tech held up well, with a total of 16,800 registrations. The manufacturer has attracted interest with a number of eagerly awaited new models. The recently launched Renault 5 E-Tech recorded 9,973 registrations, while the Renault Scénic E-Tech made its mark with 8,953 units sold in its first year.

Electric SUVs are also enjoying great success. The Peugeot e-2008 is up 95.1% with 8,944 sales, while the BMW iX1 is up 135.9% with 8,940 units sold.

On the other hand, some iconic models are experiencing a decline. This is the case of the Fiat 500e, which fell by 33% to 16,153 units sold, losing ground to more recent alternatives.

A market dominated by Renault, Tesla and Peugeot

Renault is now the leading manufacturer of electric vehicles in France, with a market share of 16.9%, up 2.3 points. Tesla is down to 15.8%, while Peugeot is up 1.1 points to 14.7%. Volkswagen and BMW continue to battle for market share, with 9.2% and 7.1% of registrations respectively.

The year 2024 marks a turning point for the electric vehicle market in France, with a transition to a more diversified market. Tesla is losing its influence to French manufacturers who have adapted their range to consumer needs. Renault is emerging as the leader, with an attractive range and a well-established network.

Sales trends also point to a diversification of consumer choices. As the market enters a phase of consolidation, the battle between manufacturers is set to intensify in the years ahead, with the arrival of new innovations and ever more competitive models.

Electric cars on the road

By the end of 2024, France had nearly two million electric and plug-in hybrid vehicles on the road, according to the national association for the development of electric mobility, Avere-France, of which 1.3 million were 100% electric.

France is Europe’s third-largest market for electric vehicles, behind the UK, with 382,000 registrations in 2024, and Germany, with 381,000. Electric vehicles account for around 15% of European sales, compared with 16.8% in France.

Price and profitability of electric vehicles

The average price of a new electric vehicle in the first half of 2024 is €43,000. This is down on 2022, when it was €45,000, but up slightly on 2023, when it was €42,000.

However, some affordable models can reduce the initial investment. The Dacia Spring is available from €16,900, while the Leapmotor T03 has an entry price of €17,900. The Citroën ë-C3 starts at €23,000, while the Renault Twingo E-Tech starts at around €22,900.

In comparison, an average petrol vehicle will cost around €27,000 in 2024, compared with over €28,000 a year earlier. The price of diesel vehicles, meanwhile, has risen, reaching €40,000 in 2024, compared with €38,000 in 2023, according to data from AAAData.

Despite the gradual narrowing of the gap, electric vehicles are still between 30% and 40% more expensive to buy than their internal combustion equivalents.

In 2019, France had around 30 different electric vehicle models on the market, according to data from Avere-France and the CCFA (Comité des Constructeurs Français d’Automobiles). By 2024, this figure had exploded to more than 120 models available on the French market, according to consolidated data from Avere-France and the Plateforme Automobile (PFA).

So, despite a still high purchase price, the range is diversifying, contributing to accelerated adoption.

Autonomy and diversity

The range of electric vehicles continues to improve, although disparities remain. In 2024, entry-level models such as the Dacia Spring and the Fiat 500e offer a range of 220 to 320 kilometres, while top-of-the-range models such as the Tesla Model Y can exceed 500 kilometres on a single charge.

The number of models available has also risen sharply, contributing to a more rapid uptake of electric vehicles.

The year 2024 marks a transition for the electric vehicle market in France, with sales stabilising after a period of strong growth. The market is diversifying, with more affordable models, improved range and strong demand for electric SUVs. While the purchase price remains a major obstacle, the market dynamic remains geared towards increasing electrification of the French car fleet.

Aircraft are regularly at the centre of controversy over climate change and greenhouse gas emissions. So it’s only natural that the aeronautics industry, like the car industry before it, should be thinking about electrification (except that you don’t fly a 40-tonne steel monster like you do a city car).

At the heart of this relatively young market, which is set for exponential growth and is booming internationally, are a number of French players, both large groups and young start-ups, determined to make France a pioneer in electric aviation, just as it was a pioneer in thermal aviation.

The promise of French electric aircraft

In France, while Airbus has been active in the electrified aeronautics sector since the early 2000s, the most successful projects are to be found among start-ups. Aura Aero is one of the country’s most successful start-ups.

Based in Toulouse, the epicentre of aviation in Europe, this start-up flew its two-seater Integral E aircraft for the first time in December 2024. As its name suggests, the aircraft is powered by a 100% electric motor. A part supplied by a giant of the global aeronautics industry, the French group Safran. Called Engineus, it is the first electric aircraft engine in the world to receive certification from a major agency, the European Union Aviation Safety Agency (EASA), enabling it to go into series production.

Admittedly, the Integral E only offers between 1 h and 1 h 30 of autonomy, but it can be recharged in 30 minutes, so it can be used for regional round trips, or simply for training future pilots. And this is just the beginning for Aura Aero, which, alongside the Integral E, has also developed the ERA, capable of carrying 19 passengers, again for regional routes. Equipped with a hybrid engine, it should make its first flights in 2026.

All these projects have been made possible by the injection of 95 million euros of European funds, proof that the “zero emission” aircraft is not just a fantasy, but a serious project supported by the institutions themselves. Aura Aero is not the only French company to illustrate the country’s ambitions for the electrification of aviation, since VoltAero is developing, from its HQ in Charente-Maritime, an aircraft called the Cassio 330, equipped with hybrid engines and scheduled for launch in 2026.

This is already attracting interest from investors, including the American company AltiSky, which has injected more than two million dollars into the French company as part of a partnership that will see the construction of a VoltAero plant in the United States to conquer the North American market, which is keen on these inter-regional solutions.

A worldwide craze for electric aviation

Of course, France is not alone in this booming market. While the international market is currently worth around ten billion dollars, the most optimistic forecasts suggest that electrified aeronautics could reach 70 billion dollars in annual revenues by 2034, with double-digit growth every year.

Ambitious projects are springing up all over the world. From Canada, where Harbour Air is retrofitting old planes with hybrid engines (the milestone of 100 flights was recently passed), to the UK, where ZeroAvia is making rapid progress on hydrogen, with a series of test flights and fund-raising events, and Sweden, where we are expecting the first test flight of a 30-seat hybrid plane from Heart Aerospace.

What about China? Unsurprisingly, CATL, the world leader in the market for batteries for electric vehicles, is spearheading the drive for electric-powered aircraft. In 2024, the group announced that its partnership with Chinese manufacturer Comac had given rise to a 4-tonne, 19-seater aircraft capable of flying 500 kilometres on electric power. There’s no doubt about it, the leading country for electric cars is determined to hold its own in the aviation market.