Category: News

From April 2028, drivers of electric vehicles and plug-in hybrids in the UK will pay a tax based on the number of kilometres driven. In this way, London is seeking to compensate for the gradual collapse in revenue from fossil fuels, without breaking the momentum of the electric market.

A tax designed to avoid a shock

The UK government is planning to introduce a kilometre charge for all electric and plug-in hybrid vehicles. The measure will come into force in April 2028, marking the transition from a fuel-based tax model to one based on usage. This new logic responds to a clear budgetary challenge: the continuing decline in sales of combustion-powered cars is leading to an equivalent fall in tax on petrol and diesel. The future rate will be set at around half of the fuel tax currently applied to drivers of petrol or diesel cars. To be more concrete, 100% electric cars will pay 3 pence per mile, while plug-in hybrids will pay 1.5 pence. According to the Office for Budget Responsibility (OBR) estimate, an EV driver travelling around 8,500 miles a year will pay around £255 in mileage tax in 2028-29.

Added to this is the fact that the annual Vehicle Excise Duty (VED) has been payable on EVs since 2025. The new levy therefore does not replace existing taxes, but complements them. The money raised by this new tax will go directly towards road maintenance: the government has promised to allocate this revenue to maintaining and improving the local road network, with a target of around £2 billion a year by 2029-30. To minimise concerns about surveillance, the system will not rely on real-time tracking. Drivers will have to estimate their annual mileage, pay the tax in advance, and then regularise their contribution according to the meter at the end of the year.

A response to a colossal revenue shortfall

TheOBR predicts that the loss of revenue due to falling fuel taxes (VAT, excise duty, fuel duty) will be major by 2050. Per-kilometre tax could offset around a quarter of this loss, generating an extra £1.4 billion a year according to government projections. The government also intends to maintain other sources of revenue, in particular via the annual Vehicle Excise Duty (VED), which has been applied to EVs since 2025, and taxation of public charging at standard VAT rates.

The UK is trying to reconcile two contradictory imperatives: finding new sources of revenue while continuing to encourage motorists to abandon internal combustion engines. The tax is therefore intended to be measured, almost diplomatic, to avoid discouraging those who are still hesitating to switch to electric cars. But the measure raises an even more important fundamental question. According to the OBR, it could reduce demand for EVs by an estimated 440,000 fewer sales over the next few years. At the same time, the government is maintaining incentives to buy EVs, such as subsidies to support the market despite the increased tax burden.

French motorists can expect further fuel price rises from 2026. The energy transition is adding to the bill. Between additional taxes and European regulations, the price of petrol could exceed levels already considered high by the public. Some experts suggest that anticipating the switch to electric vehicles could limit the additional costs for drivers on a day-to-day basis.

An inevitable increase from January 2026

From 1 January 2026, prices at the pump will rise by between four and six centimes per litre. This increase is the result of a tax on energy saving certificates. Fuel and gas suppliers will be affected. Francis Pousse, President of service stations at Mobiliance, told RMC Story: “We’re not affecting our margins. The tax is paid upstream. The average price of SP98 is currently stable at €1.821/l, while diesel is at €1.712/l, despite the slight increase announced.

Motorists under pressure

For many people, the ever-increasing cost of energy is a real burden. French people are seeing their spending curtailed, while fuel prices remain high overall in relation to average incomes. The distributors remain clear: the increase does not benefit the service stations. Margins remain fixed and the additional cost is passed on in full. So it is directly the owners of combustion-powered vehicles who are helping to finance the ecological transition.

A tax to finance electric mobility

Energy saving certificates will now be used to finance the purchase of electric vehicles, in line with the polluter pays principle. This sixth period will see contributions increase from 3 cents in 2019 to a total of 15 cents from January 2026. The Cour des Comptes has criticised this diversion, which was initially intended for the energy renovation of buildings. The financing of electric cars is a consequence of this. The ecological bonus will be maintained and could reach €5,700 in 2026, to encourage the purchase of electric vehicles.

ETS2 and rising fuel prices in 2027

In 2027, Europe will extend its ETS2 carbon quota system to road transport and fuels, including E85. If suppliers pass on all the costs, a litre could rise by up to 17 centimes excluding tax, or around €8 for a standard tank of petrol. These regulations apply to all Member States, but the increases will vary from country to country. Spain could see faster adjustments, while France could see its price rise more quickly, accentuating the interest in recharging across the border.

What impact will this have on motorists?

For a motorist consuming 6.5 litres per 100 km and driving 25,000 km a year, the extra cost could be around €200 a year, or just under €17 a month. Admittedly, this is not dramatic financially, but the increase remains symbolically heavy, especially in an already tense context for purchasing power. It remains unclear exactly how prices will change, depending on the allowances purchased and their actual cost. The experts recommend that you start thinking about electric cars now, especially for those without regular recharging facilities, in order to anticipate future price rises.

Energy transition: between constraints and opportunities

The transition to electric vehicles is not just environmentally friendly: it could represent real savings in the long term. However, take-up is still being held back by the lack of charging infrastructure in buildings and by the initial cost of electric cars. Additional support and practical assistance are needed to make electric cars accessible on a daily basis, while limiting dependence on fossil fuels.

Conclusion: anticipate to better manage rises

The 2026 increases and the 2027 European regulations are forcing motorists to rethink their mobility. Switching to electric vehicles could limit future additional costs, while contributing to the energy transition and reducing CO2 emissions. Even if the initial investment may seem high, making the switch now can represent a significant financial and ecological gain in the medium term.

The Chinese brand BYD is preparing a muscular arrival in Europe with Denza, its new premium brand. Its design, power and technologies demonstrate BYD’s ambition to take on the benchmarks of the European market from 2026. Denza is not intended to be a sub-label, but a showcase for top-of-the-range electric vehicles made in China.

An electric supercar developed to challenge Europe

The Denza Z is BYD ‘s sporting showcase and is already in the final stages of development. The brand is testing the model on the Nürburgring circuit to fine-tune its handling and performance. Its claimed power exceeds 1,000 bhp, making the Z one of the most muscular electric supercars in the making. The intelligent magnetic-fluid suspension, known as Disus-M, promises great finesse in chassis management. The electric steering (steer-by-wire) improves responsiveness, a necessary asset for a model that aims to be both track and road-legal.

The styling of the Denza Z was entrusted to Wolfgang Egger, Audi’s former design boss. The result is a sculpted, low-slung coupé designed to optimise every air flow, with taut lines and studied aerodynamic surfaces. The concept features retractable handles and steering wheel, a rare technological feat in this segment. Braking performance is enhanced by an imposing braking system, adapted to the likely power and weight of the machine. This attention to design and engineering is clearly intended to appeal to a demanding public, ready to give an electric sports car from China a chance.

An arrival to compete with European premium

The manufacturer is aiming for a European launch in 2026, with the Denza brand scheduled to be launched in France in the spring. However, according to the latest information, the Z model could actually arrive in 2027, giving BYD a little time to fine-tune the details. Denza wants the Z to be the equivalent of an ‘electric 911’, a direct rival to the Porsche 911 and Mercedes-AMG GT, but in electric form. There could also be a convertible version, which would broaden the range. But for the moment, the focus is on the coupé.

At the same time, BYD is preparing to roll out a network of ultra-fast charging points (up to 1,000 kW) in Europe, to accompany Denza models from 2026. This network, dubbed “Flash Chargers”, could enable a compatible car to be recharged in just a few minutes, a major technological argument to win over demanding customers.

The future of electric cars according to BYD

Other new models follow, such as the Denza Z9 GT, an electric (or hybrid) hunting estate or grand tourer capable of competing with models such as the Porsche Panamera or the Taycan Sport Turismo. According to Chinese technical specifications, the electric version of the Z9 GT has 965bhp and a CLTC range of 630km. The plug-in hybrid version of the Z9 GT combines an internal combustion engine with electric motors to achieve close to 1,000 hp, depending on the configuration. When the Denza models arrive in Europe, they will mark BYD’s entry into the premium segment, based on modern technologies, a sophisticated design and a diversified range.

The Denza Z is the figurehead of this ambitious strategy. It embodies BYD’s desire to combine extreme performance, meticulous design and cutting-edge technology in a prestigious electric car. This supercar symbolises the audacity of Chinese manufacturers: to compete directly with historic European sports cars. With the rise of Denza, the arrival of an ultra-fast recharging network and a variety of models, BYD intends to make its mark in the premium electric segment in Europe. The offensive appears to be well structured, and the Denza Z is a clear demonstration of this.

The French government has confirmed that the ecological bonus for electric vehicles will be maintained in 2026. The maximum amount will be increased to €5,700. This decision is designed to support French and European production.

An extended and reinforced helping hand

The French Minister for the Economy, Roland Lescure, announced on France Inter on Wednesday that the ecological bonus would be extended. According to him, it will even be increased for certain categories of vehicle. This measure is part of the drive to promote electrification and local production. In 2025, the bonus will reach €4,200 for low-income households and €3,100 for others. In 2026, it could exceed these amounts for vehicles manufactured in Europe.

This increase should benefit a greater number of buyers, particularly those who are still hesitating for financial reasons. The eligibility criteria will remain the same: only new electric cars that comply with the eco-score and are produced in Europe will be eligible. What’s more, the additional bonus for European batteries could bring the total aid up to €6,700.

Encouraging French and European production

Roland Lescure insists on the importance of supporting local industry. According to him, “the best-selling electric vehicle in France is a Renault 5 manufactured in Douai”. This success underlines the role of national production in the ecological transition. The government’s aim is to stimulate both responsible purchasing and the development of low-carbon electricity.

Support for European manufacturing is also part of a wider industrial strategy. By favouring vehicles produced on the continent, the government hopes to reduce dependence on imports and secure jobs in the automotive sector. This approach is accompanied by support for households to make the switch to electric cars easier.

Assistance modulated according to income and vehicle characteristics

Since July 2025, the ecological bonus has been reformed in the form of the “coup de pouce véhicules particuliers électriques” bonus. The amount varies according to income, and can be as much as €4,200 for low- and middle-income households. The most affluent households receive a smaller bonus of €3,100.

From October 2025, an additional bonus of €1,000 will be added for cars fitted with a European battery. By 2026, support could rise to €5,700 for low-income households, €4,700 for low-income households not on low incomes, and €3,500 for others. If the European battery bonus is maintained, the total amount could exceed €6,000.

A strategic lever for the energy transition

The extension and increase in the ecological bonus is part of France’s drive to reduce CO₂ emissions and modernise the car fleet. The financial incentives encourage the adoption of electric vehicles and promote investment in decarbonised energy.

At the same time, the government is betting on the electrification of uses, including individual and professional mobility. The measures adopted aim to combine ecology, industrial competitiveness and economic accessibility. Households, manufacturers and the energy industry are being invited to participate in this transformation.

Towards a more accessible electric future

This announcement should boost sales of electric cars and reinforce France’s image as a player in the energy transition. The combination of the ecological bonus and the additional premium could make electric vehicles more affordable for many French people.

By supporting national and European production, the government hopes to create a virtuous circle: more sales, more local production, and a reduced environmental impact. The measure, which comes into force in 2026, promises to send out a strong signal to industry and consumers alike.

The new Avatr 06 is attracting attention for its exceptional range and futuristic design. It could quickly win over the European market. With a competitive price and advanced Huawei technology, it is positioned as an ambitious model for 2025.

Record range to appeal to demanding drivers

Avatr 06 will be available as a 100% electric vehicle or as a range-extending hybrid. The BEV version features a 72.88 kWh LFP battery supplied by CATL, offering up to 650 km on the CLTC cycle. The single-motor model delivers 252 kW, while the dual-motor version develops 440 kW, with a range of 600 km.

This EREV (extended-range electric vehicle) version combines a 231 kW electric motor with a 1.5-litre turbocharged combustion engine. This configuration acts as a generator to extend the range to 800 km. Thanks to the 800-volt architecture, rapid recharging is also possible, considerably reducing waiting times and improving driving comfort.

Futuristic design and luxurious interior

The design of the Avatr 06 is inspired by the Avatr 2.0 concept, with modern, balanced lines. Its dimensions are adapted to European roads: 4.85 m long, 1.96 m wide and 1.45 m high. Recessed handles and optional rear-view mirrors with screens improve the Cx (coefficient of drag) and give it a very futuristic look.

Inside, the 7m² cabin features premium materials and zero-gravity front seats with 16-point massage. The 25-speaker Meridian audio system delivers immersive sound, while Huawei’s Harmony OS provides a seamless interface. ADS 3.0 assisted driving is based on high-precision lidar and 27 sensors for optimum safety.

A clear international strategy

Since its appearance at the Munich Motor Show in 2024, Avatr has been demonstrating its European ambitions. This car is designed to meet the expectations of Western drivers, with dimensions adapted to their needs and a practical hybrid option. The brand is targeting a public that appreciates technology, comfort and long range.

The trio of Changan, CATL and Huawei are each contributing their expertise to create a competitive saloon. Changan provides the automotive know-how, CATL supplies reliable batteries, and Huawei develops the on-board technology and driving aids. This combination could make the Avatr 06 a direct rival to the Tesla Model 3 and BYD Han.

Performance, technology and comfort: a winning trio

The Avatr 06 stands out for its range, power and ultra-connected cabin. Its twin electric motors rival those of Western models, while the EREV version provides extended range for long journeys. Huawei components offer an advanced multimedia system and powerful semi-autonomous driving, enhancing the user experience.

Its sleek design, luxurious materials and comfort-enhancing technologies will appeal to discerning drivers. Scheduled for launch in China in the second quarter of 2025, the Avatr 06 could quickly become a benchmark among premium electric saloons. In Europe, its optimised dimensions and range-extending hybrid technology could appeal to a wide audience, offering a credible alternative to Western vehicles.

A look at the competition

The Avatr 06 enters an already highly competitive market, with established models such as the Tesla Model 3, BYD Han and Nio ET5. These cars offer ranges close to 600 km, but often at higher prices or with less on-board technology. The Avatr 06 is an attractive alternative, thanks to its range/price ratio and powerful engine.

Compared with Tesla, the 06 offers a comparable technological experience, notably with Harmony OS and ADS 3.0 assisted driving. Compared with BYD Han and Nio ET5, it offers a reliable CATL battery and a hybrid version with range extender. This combination of range, performance and comfort could appeal to a demanding European public, ready to try out an innovative Chinese manufacturer.

A year has passed since the first tests between Chronopost and Electra (November 2024) and the assessment seems to have given ambition. More deliveries, less CO₂ and a sustainable fleet with a target of 43% low-emission vehicles by 2030. In Paris, 100% “clean” delivery is already a reality.

Ultra-fast terminals and a dense network

Since November 2024, Chronopost has been experimenting with Electra charging stations of up to 400 kW, which is rare in the French ecosystem. With this level of power, vehicles can regain their range in just 12 to 20 minutes, compared with several hours at conventional charging points. This time saving is a real game-changer: delivery drivers can do more rounds without having to take long breaks. And the results are clear to see: with these kiosks, the number of daily deliveries has risen from thirty to almost 100, according to internal figures. For its part, Electra offers an already solid network: more than 579 stations open today and powerful charging stations capable of recharging up to 400 km of range in 20 minutes. These stations can be accessed via the Electra app, which allows users to reserve their charging point in advance, guaranteeing a charging point when their vehicles need it.

The Electra network covers a large area, giving Chronopost ultra-fast terminals close to its depots. This logistical density offers considerable flexibility: delivery drivers don’t waste time going too far to recharge, and branches can plan their rounds more fluidly. Feedback from the teams on the ground is largely positive: the stations are well located, access is controlled and operational support is responsive. At the same time, Chronopost is strengthening its urban infrastructure via its Espaces Logistiques Urbains (ELU) and its “ChronoCity” miniboutiques, located in the heart of neighbourhoods. These sites enable parcels to be centralised and then delivered using light vehicles, further reducing the carbon footprint of urban distribution.

Towards an ever-greener fleet

Currently, 21% of the Chronopost fleet is electric, i.e. around 1,345 vehicles. The ambition is to reach 3,188 electric vehicles by 2030, i.e. 43% of the fleet. This is a real gamble on “sustainable delivery” and carbon footprint. Chronopost is not starting from scratch, however: for several years it has been investing in low-emission vehicles (electric, NGV, bicycles). In Paris, for example, 100% “clean” delivery is already a reality, with a fleet of electric and NGV (natural gas for vehicles) vehicles. In Nantes too, Chronopost has installed terminals and put 100% electric vehicles on the road. In some branches, such as Valence, recharging stations have been added to support this transition. Electrifying deliveries significantly reduces emissions: in Paris, transport by “clean” vehicles avoids 560 tonnes of CO₂ and 99% of fine particles. Chronopost is thus aiming for a greener logistics model while maintaining fast delivery times.

Finally, in terms of CSR, the company is confirming its commitment: it recently obtained the Platinum EcoVadis rating, one of the highest scores in its sector. The electrification of deliveries has a real impact on CO₂ emissions and urban pollution. In Paris, the project has already significantly reduced street pollutants while maintaining reliable delivery times. This model proves that ecology and logistics performance can go hand in hand. In terms of social and environmental responsibility, Chronopost has a solid commitment: the company renewed its Platinum EcoVadis certification in 2024, with a score of 81/100. This score reflects not only its efforts to green its fleet, but also progress in ethics, responsible purchasing and governance.

Limits and future challenges

Although the results are largely positive, a few challenges remain. The maximum power of Electra terminals depends on vehicle compatibility: not all vehicles can take full advantage of this speed. Another constraint is that the possible saturation of the charging points can temporarily reduce their efficiency. Finally, to ensure the long-term viability of this strategy, Chronopost must continue to invest in its infrastructure and in optimised recharging solutions, while ensuring that these investments are profitable or at least viable in the long term. But so far, the company seems to be making good progress in this direction. Thanks to its partnership with Electra, Chronopost is succeeding in a twofold challenge: increasing the speed of its deliveries while significantly reducing its carbon footprint. While there are still many technical and logistical challenges, the initiative is a good illustration of how electric vehicles can transform the last mile of delivery, making cities cleaner and routes more efficient.

Chinese manufacturer Nio has taken the surprising step of discontinuing its 150 kWh battery. This technology promised over 1,000 kilometres of range, but demand never followed. This decision highlights the real expectations of drivers when it comes to the development of recharging infrastructures.

Extreme autonomy that doesn’t appeal

On paper, Nio’s 150 kWh battery seemed revolutionary. In particular, it was fitted to the ET7 saloon and could cover more than 1,050 kilometres according to the Chinese CLTC cycle. In Europe, this represents around 900 kilometres on the WLTP cycle. However, despite this impressive performance, customers have not embraced it. According to William Li, CEO of Nio, the battery was used mainly as a marketing tool rather than for practical purposes. Several hundred units were produced in China, but these numbers were insufficient to maintain production.

The main drawback is the high cost. The battery cost 47,500 euros, the price of a complete Nio ET5. Even the monthly rental scheme, offered as an alternative, did not appeal to motorists. Most consider that a range of over 400 kilometres is already sufficient, especially with today’s recharging infrastructure.

Changing recharging habits

Driver behaviour has changed considerably in recent years. Previously, use was evenly split between 75 kWh and 100 kWh batteries. Today, only 3% of customers choose the 100 kWh battery. The proliferation of fast-charging stations and the development of battery swapping have reduced the need for extreme range. As a result, recovering a full battery in three minutes is becoming more practical than a long journey without a break.

This transformation has also changed Nio’s strategy. The brand now prefers to invest in the deployment of exchange stations rather than produce expensive batteries that are rarely used. William Li points out that this choice responds directly to the needs of customers in the field, rather than to marketing ambitions.

Strategic choices for Europe

Nor will Nio be offering the 150 kWh battery in Europe. The additional certification and testing would have made the introduction too complex and costly. Instead, the company wants to develop its network of exchange stations, seen as a more efficient solution for everyday use. This decision underlines a growing pragmatism, prioritising the user experience over autonomy records.

However, the recent closure of the only battery swapping station in Denmark illustrates the logistical challenges. Despite these occasional obstacles, Nio remains confident in this technology. The company is relying on gradual deployment and practicality to convince its customers, rather than on impressive but unhelpful figures.

A lesson for the electric vehicle market

The abandonment of the 1,000 km battery reveals an interesting paradox: drivers want range, but not necessarily extreme range. The real challenge lies in accessibility and speed of recharging. Nio demonstrates that innovation is not limited to technical performance, but must respond to the real needs of users.

This choice could influence other manufacturers. Rather than focusing on the race for maximum range, optimising infrastructure and everyday practicality now appear to be priorities. Ultimately, the success of electric vehicles will depend as much on practical solutions as on technological prowess.

Towing a trailer or caravan with an electric car may still seem unlikely. However, this use is becoming credible thanks to the rapid progress in the sector. The TCS (Touring Club Schweiz) now provides a detailed perspective on what electric vehicles can really do. It highlights their strengths, but also their limitations, particularly in terms of range and charging.

When electric meets towing

The idea of using an electric vehicle for towing may still surprise some, but certain models already rival conventional cars. For example, the Tesla Model X can tow up to approximately 2,250 kg according to the manufacturer’s manual. Its instant torque makes starting with a load, accelerating, and climbing steep inclines easier. This power also reduces the risk of overheating, which is common in some conventional clutches under heavy load. Currently, a few models such as the Mercedes G 580 electric or the Maxus eTERRON 9 can even tow up to 3.5 tonnes, placing them on par with good combustion vehicles. However, power alone does not guarantee safety. Vehicle balance remains essential for safe driving. The TCS notes that roll-assist systems improve stability but never replace precise setup. Load distribution and tongue weight always play a major role in the behaviour of a towed combination.

Even with these systems, towing a trailer requires constant vigilance. The TCS emphasises the importance of a properly calibrated vertical load to avoid dangerous reactions. A poorly balanced trailer can cause oscillations that neither the ESP nor the electronics can correct effectively. Electronics remain a support, not a miracle solution. The driver must adapt their driving, reduce speed, and anticipate every movement. An EV offers instant traction, but it never replaces careful driving.

Range and consumption: the real challenge

In reality, electric towing primarily presents a range challenge. Towing a trailer increases consumption and reduces the distance between charges. Travelling with a trailer in an EV is possible, but only with careful planning. Energy loss must be anticipated, the right charging stations selected, and longer breaks scheduled. Furthermore, current infrastructure complicates matters. Unlike petrol stations, it is often impossible to charge while keeping the trailer attached. Many charging points require perpendicular parking or tight manoeuvring. In most cases, the driver must detach the trailer, which inevitably extends the stop. This constraint can also block access for other users, creating extra stress for the driver and even potential collisions.

To address this, the TCS highlights a useful solution: the “eTrucker” app. It allows filtering for charging points accessible without detaching the trailer. Originally intended for electric trucks, this feature also benefits electric cars with trailers. It helps plan charging stops and reduces surprises. However, this solution is temporary. The real need concerns charging points designed for vehicles with a tow. Developing such infrastructure will become crucial if towing with EVs becomes widespread.

Technology ready, but an ecosystem still in transition

According to TCS tests, electric vehicles are fully capable of towing. Differences in consumption between an EV and a conventional car towing a trailer are generally limited. Technology is therefore no longer a barrier. Instant torque, no clutch, and smooth driving are real advantages. However, this use requires much stricter organisation than with a conventional vehicle. For example, other models such as the Mercedes EQC can tow up to approximately 1,800 kg according to specialist guides. More recently, sedans such as the Audi A6 e-tron report towing capacities of around 2,100 kg. Remaining obstacles are therefore not mechanical or technological, but logistical. The charging network is not yet adapted for vehicles towing a trailer. It remains designed for short, unattached cars. As long as this situation persists, long trips with a trailer in an EV will require more preparation and patience.

From the Circuit Paul Ricard, Genesis has lifted the veil on its GV60 Magma, the first production Magma model. This version completely rethinks the concept of the sporty electric SUV. Fans of performance and design will be delighted by this bold, futuristic vehicle.

A style that makes its presence felt

The GV60 Magma is immediately distinguishable from the classic GV60 thanks to its wider, lower silhouette. The front bumper has three pronounced openings, optimising both air flow and cooling. In profile, the body is lowered by 20 millimetres and the wider wings accommodate 21-inch wheels fitted with 275-mm tyres. These changes underline the attention paid to aerodynamics and handling. At the rear, the bumper incorporates a special diffuser, while the spoiler on the tailgate adds an aesthetic and functional touch.

Inside, Genesis blends luxury and sportiness. Black dominates, punctuated by orange and grey stitching and matching seatbelts. The steering wheel features additional controls for driving modes and the boost function. The instrumentation is unique, featuring exclusive Magma themes and offering an immersive experience. Chamude, a material reminiscent of suede, adorns the seats and console, reinforcing the premium character of the cabin.

Mechanics designed for performance

Under the bonnet, the GV60 Magma is more than just a pretty face. It combines two electric motors, one per axle, offering a total output of 609 bhp and 740 Nm of torque. A single button activates Boost mode, which boosts power to 650 bhp and torque to 790 Nm for 15 seconds. This configuration enables the car to reach 200 km/h in just 10.9 seconds thanks to Launch Control. Genesis also offers three driving modes and a Drift mode, guaranteeing sensations and agility on the track. The brakes, suspension and steering components have been optimised for a sporting experience worthy of hypercars.

In addition, the VGS system simulates gear changes and the sound generator recreates the ambience of a combustion engine. In this way, the driving experience combines electric sensations with traditional emotions. Thermal optimisation of the battery ensures that performance is maintained even during extended dynamic sessions.

An ambitious European strategy

Genesis is thinking big for the next decade, and Europe is at the heart of its ambitions. After a timid start, the manufacturer intends to make a name for itself with its high-performance electric models. The Magma programme is the main thrust of this strategy, combining luxury, technology and performance. The GV60 Magma will serve as the gateway to future models, including saloons and large SUVs, and even dedicated competition models.

Deliveries will begin in South Korea in early 2026, followed by Europe and North America. The GV60 Magma paves the way for a future in which Genesis aims to rival Porsche, Polestar and Cadillac in the premium electric segment. Although the price remains unknown, it promises to be a highly anticipated vehicle for lovers of performance and innovation.

A technical heritage inspired by the Ioniq 5 N

The GV60 Magma is based on the E-GMP platform used by the Hyundai Ioniq 5 N, but with a refined and luxurious approach. The two electric motors deliver 790 Nm of torque in boost mode, enabling a 0-100 kph time of less than 3.5 seconds and a top speed of 264 kph. Its suspension, recalibrated with Hydro G silentblocks, improves comfort and agility, while braking is reinforced to cope with the power.

Sporty styling is matched by precise detailing. Side skirts, rocker panels and a functional rear spoiler enhance aerodynamics, while the interior combines sobriety and sparkle. The displays and instrumentation adopt a Magma theme, and the steering wheel incorporates controls for the boost function and driving modes. Genesis strikes a subtle balance between luxury, performance and immersive technology.

Towards a complete Magma family

The GV60 Magma paves the way for a complete series of high-performance models. From the G80 saloon to the GV80 SUV, Genesis plans to roll out the Magma programme across its entire range. The brand aims to transform its image and establish itself as a major player in sporty electric luxury. With the GV60 Magma, Genesis combines distinctive design, extreme power and innovative technologies. Europe and then North America will be able to discover this first model from 2026, heralding a new era of Korean performance on the international market.