Category: News

With the Neue Klasse, BMW is not only reinventing its electric range, it is also preparing one of the most symbolic turning points in its history. A 100% electric sports saloon with the M badge, designed as the direct heir to the M3, is officially in development. With four motors, a battery of over 100 kWh, 800V architecture and a brand new electronic brain, BMW’s new definition of sportiness is already taking shape.

BMW has confirmed that an electric sports saloon based on the Neue Klasse platform will be available by 2027. Internally, it is still referred to as the ‘BMW M Neue Klasse’, but in spirit it is the future electric interpretation of the M3. The commercial name has not yet been decided, but BMW M is clearly making its claim. The timetable is also now known. This M version will arrive after the combustion and hybrid Neue Klasse ‘3 Series’ expected in 2026. BMW wants to give its new platform time to settle in before offering the most radical version. The stated ambition is to offer a car capable of credible everyday use, while also withstanding intensive use on the racetrack, in the tradition of the combustion-powered M3s that have made the brand’s reputation.

Four motors and wheel-by-wheel torque control

In technical terms, BMW M is changing scale. The future saloon will be based on a system of four electric motors, with two units per axle. Each motor drives a wheel directly via its own reduction gearbox, with no conventional mechanical differential between the wheels. This architecture allows extremely fine control of the torque transmitted, wheel by wheel, in real time. This is where one of the key elements of the project comes into play: integral torque vectoring. By instantly modulating the torque at each wheel, the system optimises agility on corner entry, traction on exit and stability at high speeds.

Where a combustion-powered M3 plays with the laws of mechanics, this electric M3 promises to play with those of software. The whole thing is controlled by an electronic system known as ‘Heart of Joy’. This supercomputer, based on the Neue Klasse software architecture, brings together the essential functions of M dynamics: traction, regeneration, torque distribution, damping management and stability. BMW is talking about faster and more consistent control than anything else in its range today.

DNA preserved, but a few questions remain

Aware of the reticence of some purists, the brand is also working on the sensations register. The future saloon will offer several driving modes, including a pure rear-wheel drive mode thanks to the possibility of mechanically disconnecting the front axle. A way of rediscovering some of the sensations so dear to M3 fans. The brand is also planning specific driving laws, with ‘simulated’ gears and a dedicated soundscape. The aim is not to ape combustion engines at all costs, but to recreate a mechanical and emotional interpretation of performance that the driver can understand. BMW is emphasising a calibration focused on repeatability and consistency of performance, a fundamental criterion in the M DNA for decades.

Unsurprisingly, the weight will be high. This electric M is expected to weigh well over two tonnes? This explains the extensive use of torque vectoring and advanced electronics to maintain agility and precision. To compensate, BMW has announced the increased use of bio-sourced materials and natural fibres, intended to partially replace steel and carbon fibre, with the dual aim of reducing mass and carbon footprint. However, there are still many grey areas. BMW is not releasing any official power figures, although some rumours suggest values close to 1,000 bhp. However, one thing is certain: BMW is not simply looking to electrify the M3. BMW is redefining what a sports saloon can be in the electric age, relying as much on software as on mechanics. It is a perfect illustration of the transformation underway: fewer cylinders, more lines of code, but the same obsession with driving pleasure.

Source: BMWGROUP

With the PRO 480 Electric, Ribcraft is applying a tried and tested recipe to professional RIBs: electrify without sacrificing performance. Developed in France on a recognised Ribcraft base, this 4m80 powered by a Torqeedo Deep Blue 50 R electric outboard is aimed at the safety, training and coastal work sectors. It sends out the signal that electric propulsion is no longer confined to slow dinghies or niche uses!

A professional base, electrified without compromise

The Ribcraft PRO 480 Electric is based on a platform well known to professionals. The hull has historically been used by rescue services, diving clubs and institutional operators for its robustness, stability and ability to withstand intensive use. Zero Emission Nautic has not sought to reinvent the hull, but to transform the propulsion chain. The heart of the system is the Torqeedo Deep Blue 50 R electric outboard. With a peak power of around 50 kW, the equivalent of an 80 hp petrol engine, it is clearly in the serious motorisation category.

Energy is supplied by a 40 kWh high-voltage battery, operating at around 350 volts, integrated into a turnkey package that includes power electronics and energy management. This technological choice places the PRO 480 Electric in a different dimension to that of small electric pleasure boats. This is a work tool, designed to take off, glide and maintain operational speeds compatible with professional missions.

Close to thermal performance

On the water, the PRO 480 Electric claims a range of use from 4 to 30 knots with two people on board. This range reflects the philosophy behind the project. At low power, between 2 and 6 kW, the Deep Blue system allows you to sail for long periods, with a range that can exceed ten hours at around 5 knots. A clear advantage for port surveillance, training or coastal observation missions. At full power, the engine delivers between 20 and 25 knots for around three quarters of an hour. That’s a range of around 16 to 20 nautical miles, enough for quick interventions or short but dynamic trips.

As is often the case with electric vehicles, the best compromise lies between the two: intermediate speeds, around 12 to 16 knots, offer the best balance between speed, silence and endurance. This logic of use differs from that of combustion engines, where the fuel reserve is used to artificially extend range. Here, the operator is encouraged to think about his missions in terms of their energy profile, but in return gains unprecedented comfort: instant acceleration, absence of vibrations, and above all a silence that profoundly changes the onboard experience.

Silence, maintenance and image

The benefits of the PRO 480 Electric are not limited to its performance figures. For professional users, the ancillary benefits are often decisive. The absence of an internal combustion engine drastically reduces noise levels, which improves working conditions, facilitates on-board communication and limits disturbance to local residents and coastal users. Maintenance is also simplified. Fewer moving parts, no draining, no complex fuel circuit. In the long term, operating costs will become a major factor.

Finally, image plays an increasingly important role. For local authorities, training organisations and public operators, using an electric RIB sends out a strong signal about the ecological transition. The PRO 480 Electric is clearly a credible technological showcase, far removed from solutions that are symbolic but not very operational.

A regulatory framework ready for electric vehicles

Contrary to popular belief, French and European regulations do not restrict this type of boat. With a power output of 50 kW, the PRO 480 Electric is comparable to a conventional motorboat. For private customers, a pleasure craft licence is compulsory, but for professionals, the usual rules applicable to fast motorboats apply: safety equipment, registration and compliance with current standards. At 4.80 metres in length, the unit is well below the thresholds triggering specific obligations for large vessels.

To date, there are no special exemption or experimental arrangements for this type of propulsion: electric power is treated as a technological alternative, not as a regulatory exception. As far as ports are concerned, the dynamic is clearly favourable. Since 2022, the French law on mobility has required marinas with more than 100 berths to reserve a minimum proportion of their berths for electric boats. At the same time, the declared objective of a carbon-neutral State fleet by 2050 is creating a favourable context for the deployment of professional electric solutions for coastal missions.

A weak signal that could become strong

The Ribcraft PRO 480 Electric is not a mass-market product, nor does it seek to be. Its positioning is to meet precise professional needs, over controlled mission cycles, with high standards of reliability and performance. But through this type of project, a whole sector is being structured. By combining a recognised professional hull with a proven high-voltage electric motor, Zero Emission Nautic is demonstrating that electric power is no longer confined to slow yachts or prototypes.

At a time when environmental constraints are tightening and coastal uses are coming under increasing scrutiny, this type of RIB could well become the standard for certain missions. Just as has happened in the commercial vehicle sector, the electrification of the professional marine sector is progressing in stages. The PRO 480 Electric is a concrete illustration of this: discreet, pragmatic, but resolutely forward-looking.

Sources: actunautique.com – ribcraft.com – torqeedo.com

In many parts of the world, there is still room for improvement when it comes to travelling by electric vehicle on the motorway. In the United Arab Emirates, a new infrastructure aims to tackle this problem head-on. On 12 January 2026, the country inaugurated one of the world’s largest ultra-fast charging hubs for electric vehicles, located on the strategic road linking Abu Dhabi to Dubai.

An extraordinary hub, designed for the motorway

In practical terms, this new site, operated by ADNOC Distribution, brings together 60 ultra-fast recharging points capable, on paper, of recharging the majority of electric vehicles from 0 to 80% in around 20 minutes.

In reality, this performance depends very much on the vehicle connected. The charging points deliver a power of up to 350 kW, a level that can currently only be fully exploited by models with an 800-volt electrical architecture. On the other hand, models with a 400-volt architecture can of course be recharged at these stations, but without exploiting their full power.

On a global scale, this hub ranks as the sixth largest in the world in terms of the number of ultra-fast terminals, and is the largest in the Middle East, Africa and Turkey.

With this inauguration, we can now say that the United Arab Emirates have not only set up a new recharging station on their territory, but above all have created an infrastructure designed to absorb long-distance electric traffic, without creating saturation.

A strategic location at the heart of traffic flows

Impressive performance indeed, and to make the most of this facility, the choice of location is no mean feat. The hub is located in Saih Shuaib, along the E11 motorway, one of the busiest roads in the country. This road links the Emirates’ two main cities and is the hub of a large proportion of intercity travel, whether for business or pleasure.

Until now, travelling electrically on this type of journey has been possible, but less seamless. With this installation, long-distance travel becomes an accepted practice, and no longer a penalising compromise.

A symbolic inauguration at a key moment

As with the chosen location, the date of the official opening is no coincidence. In fact, the inauguration took place on 12 January 2026, just as Abu Dhabi Sustainability Week, an international event dedicated to energy transitions, opened its doors.

The timing is highly symbolic, allowing the United Arab Emirates to illustrate, through a concrete project, the messages conveyed during this global event. More than just the commissioning of infrastructure, this inauguration is part of a technological showcase strategy designed to position this hub as a benchmark for interurban electric mobility.

When an oil giant becomes a player in the electric sector

This is undoubtedly one of the most interesting aspects of this project.
The hub is being developed by ADNOC Distribution, a subsidiary of the UAE’s national oil group. It’s a powerful symbol: the traditional fossil fuel players are now investing massively in electromobility.

This site is part of ADNOC’s E2GO network, which already has more than 400 charging points in the country, with a stated target of 750 by 2028. In the longer term, the country is aiming for 20 hubs of this type on its motorway network by 2027, the majority of which will be operational by the end of 2026.

Recharging becomes an experience, not a constraint

Beyond the figures, this hub adopts a broader concept dubbed “The Hub by ADNOC”. On site, drivers will find not only kiosks, but also :

• catering facilities,
• commercial services,
• and even work areas, designed to optimise recharge time.

According to the company, the idea is simple: to turn a stop to recharge into a useful break, rather than wasted time.

What this says about global electromobility

This inauguration goes far beyond the United Arab Emirates. It illustrates several key trends in global electromobility:

• Electric vehicles are finally moving out of the urban environment. Infrastructures are beginning to be designed for the long term, which is a prerequisite for mass adoption.
• The major networks are being structured on a very large scale. 60 ultra-fast terminals on a single site is a direct response to the saturation problems still being experienced in Europe and North America.
• The historical players are changing roles. Seeing an oil group in charge of one of the world’s biggest EV hubs shows just how strategic the transition has become, including for the energy giants.

A clear vision

With this mega-hub, the United Arab Emirates are not just adding charging points to the network. They are proposing a very concrete approach to long-distance electric mobility, based on fast recharging, continuity on major routes and anticipation of future uses.

This approach contrasts with the still fragmented infrastructure seen in many parts of the world, where the issue of recharging on motorways remains one of the main obstacles to the mass adoption of electric vehicles.

Lancia is preparing to play one of the most ambitious cards in its recent history. At the Brussels Motor Show 2026, the Italian brand will orchestrate a relaunch based on a clear triptych: design, motorsport and electrification. With the Ypsilon family as the cornerstone and an official return to rallying. Stellantis wants to reposition Lancia in the compact premium segment, combining an assertive heritage with technological projection.

Against a backdrop of declining attendance at major international motor shows, the Belgian event has established itself as a European stronghold for electrified vehicles and reconquest strategies. For Lancia, the show marks the first major public milestone in a “key year”, seen as the tipping point for an industrial renaissance. On its stand, the brand is telling a story. It’s the story of a historically premium Italian manufacturer, once dominant in rallying, determined to regain the upper hand in performance and technology. This strategy is fully in line with Stellantis’ group logic. Alongside DS Automobiles and Alfa Romeo, Lancia should become a pillar of the premium division, more emotional and linked to the history of motor sport.

A renaissance announced and assumed

At the heart of this relaunch, the new generation Lancia Ypsilon is a genuine family, designed to cover several uses, several levels of the range and several customer sensibilities. The electric Ypsilon HF is the technological and sporting showcase of this strategy. With a claimed power output of 280 bhp, a 0 to 100 km/h time of 5.6 seconds and a battery capacity of around 54 kWh for a WLTP range of almost 370 km, Lancia has some credible figures when compared with other electrified sports compacts on the market. In addition to its raw performance figures, Lancia emphasises the chassis work, the enhanced brakes, the self-locking differential and a dynamic setting directly inspired by its racing experience. The HF badge is more than just a marketing gimmick.

At the other end of the spectrum, the Ypsilon Ibrida HF Line transposes this sporty DNA into a more accessible proposition. With around 110bhp and either mild or full hybrid depending on the market. It is aimed at an audience that wants style and distinction, without going all electric or adopting a radical sporty stance. It is a key model for volume, and therefore for the commercial viability of the relaunch. Finally, the Ypsilon Elettrica LX is positioned as the top-of-the-range model. It focuses on comfort, finish, on-board technology and connected services. Lancia’s aim here is to appeal to an urban premium clientele that values design as much as user experience.

The return to rallying, between heritage and credibility

Lancia’s relaunch would not be complete without motor sport. In Brussels, the symbolic star remains the Ypsilon Rally2 HF Integrale. Homologated in the Rally2 category, it marks Lancia’s official return to WRC2 and the European Rally Championship from 2026, with a first entry announced for the Rallye Monte-Carlo at the end of January. This choice of Rally2 allows for an official presence at a high level, while remaining compatible with a logic of controlled costs and distribution to customer teams. Lancia has clearly taken on a showcase role: demonstrating its technical expertise, recreating an emotional link with its glorious past and restoring sporting legitimacy to the brand.

The shadow of the Delta Integrale obviously hangs over this Ypsilon Rally2 HF. Without indulging in excessive nostalgia, Lancia is making the most of its unique historical heritage. The name HF (High Fidelity), the involvement of emblematic figures and the communication around the transmission of rallying know-how all help to reactivate a collective memory that is still very much alive among enthusiasts. The 2026 programme includes at least eight events in the WRC2 and ERC. The aim is not just immediate victory, but the building of progressive credibility, the identification of young talent and the long-term inclusion of Lancia in the modern rally ecosystem.

Premium positioning under Stellantis management

Behind this offensive lies a broader industrial and commercial strategy. Stellantis intends to refocus Lancia on a few key European markets: Italy, of course, but also France, Belgium, Spain and, more broadly, Western Europe. The brand is abandoning the idea of worldwide distribution in favour of a targeted and controlled reconquest. Electrification is a central pillar of this vision. Lancia is to become a highly electrified brand, with a timetable for phasing out combustion engines depending on the market. This transition is presented not as a regulatory constraint, but as an opportunity to reposition the brand at the top end of the range, where technology serves design and emotion. Faced with fierce competition, Lancia is playing the cultural differentiation card. Italian style, rallying heritage and a strong communication identity are becoming as important levers as technical specifications.

A decisive year for Lancia in 2026

The Brussels Motor Show 2026 is therefore much more than just a show. It is the founding act of a relaunch that will affect Lancia’s image, sporting credibility and commercial future. The Ypsilon family, in all its variants, will serve as a laboratory and manifesto. Volumes, customer acceptance and Lancia’s ability to maintain this electrified premium positioning over the long term will be decisive. But one thing is certain: for the first time in a long time, Lancia is no longer content to survive. It is proposing a coherent, clear and ambitious project. In Brussels, the HF flame has been rekindled.

Sources: Stellantis, Chrysler

The Mercedes-Benz CLA, in its new, highly-electrified generation, made its mark at the Brussels Motor Show on 9 January 2026 by winning the prestigious title of European Car of the Year 2026. A clear and unequivocal choice by the jury, it marks Mercedes-Benz’s return to prominence in a rapidly changing automotive landscape.

A resounding triumph

The least we can say is that the new generation of the 100% electric CLA was a clear winner. On Friday 9 January, the Car of the Year jury awarded a total of 320 points to the German saloon. This is a lower score than that of its predecessor, the Renault 5, which scored 353 points for the same title last year.

Although this total is lower, the CLA is well ahead of the Skoda Elroq (220 points) and the Kia EV4 (208 points) by 100 points, while the Citroën C5 Aircross, the Fiat Grande Panda, the Dacia Bigster and the Renault 4 E-Tech complete the ranking.

This victory is no mean feat. It is Mercedes’ first victory in this competition since 1974, when the legendary S-Class / 450 S won the title. After two years of domination by Renault with the Scenic E-Tech and Renault 5 E-Tech, the CLA has now put the German brand back in the European race for premium electromobility. More generally, it illustrates a change in the European market, where premium electric saloons are no longer mere alternatives, but benchmarks in their own right.

A technical profile for the future

What sets the Mercedes-Benz CLA 2026 apart from its rivals is its combination of cutting-edge technology and efficient performance. It is based on an 800 V electric platform and features a battery with a capacity of around 85 kWh, enabling ultra-fast recharging of up to 320 kW. This modern architecture makes the CLA capable of recovering more than 300 km of range in just ten minutes from high-powered charging points.

Another point of note is the CLA’s exceptional range, claimed to be up to 792 km according to the WLTP cycle, a figure that makes it one of the most enduring electric saloons in its segment. The combination of these top-level features makes this premium compact saloon a particularly attractive proposition, both for everyday use and for long journeys. It also illustrates the technological maturity achieved by Mercedes-Benz with its MMA (Mercedes Modular Architecture) platform, designed from the outset for electric use.

MB.OS & MBUX: intelligence at the wheel

In addition to its pure performance, the Mercedes-Benz CLA also features a significant evolution in user experience, supported by the introduction of the new MB.OS operating system and a latest-generation MBUX interface. The manufacturer’s stated aim is clear: to centralise the vehicle’s functions within a more coherent and easier-to-read digital environment.

MB.OS also provides the basis for the latest generation of driving aids, such as adaptive cruise control, lane keeping and assistance in dense traffic. Without overturning existing market standards, the CLA is part of an approach aimed at making the interaction between the driver and the electronic aids more fluid.

Finally, Mercedes has maintained a balanced approach between digitalization and comfort. The cabin features sober ergonomics, quality materials and careful acoustic insulation.

A model for 2026… and beyond

Available from mid-2025 in Europe, the new Mercedes-Benz CLA has already generated strong interest in the market, with orders well in excess of initial forecasts, according to the brand. Its electric version (CLA 250+ EQ, CLA 350 4MATIC EQ) is available from the launch of the saloon, while the electric CLA Shooting Brake will follow in March 2026, joined by 48V hybrid versions on both bodystyles. A diversified product strategy that enables the German manufacturer to cover a large part of the electrified premium segment.

In a number of independent tests, the CLA was also praised for its handling, comfort and ability to compete with benchmarks such as the Tesla Model 3, thanks to a record aerodynamic coefficient (around 0.21) and a modular MMA4 platform designed to maximise overall efficiency.

A rising star in electromobility

By winning the title of European Car of the Year 2026, the Mercedes-Benz CLA confirms that it embodies a modern vision of the electric car, where autonomy, efficiency, technology and driving pleasure are successfully combined.

This award, obtained at the heart of the Brussels Motor Show, underlines the growing importance of premium electric models on the European market and establishes the CLA as one of the key models of the coming year, as well as a benchmark in the transition to more sustainable mobility.

The Wagoneer S marks a major strategic shift for Jeep. For the first time in its history, the American brand is launching an SUV designed from the outset as a 100% electric model, powerful, technological and clearly positioned in the premium segment. Initially reserved for North America, this large 600bhp SUV is expected in Europe from 2026. An ambitious vehicle, but still shrouded in uncertainty.

An electric Jeep that shakes things up

The Jeep Wagoneer S does more than simply add an electric powertrain to an existing range. It ushers in a new era for the brand, both technically and symbolically. Based on the Stellantis Group’s STLA Large platform, it is immediately positioned in the large premium SUV segment, with a length of almost 5 metres and a width of over two metres. This positioning contrasts with Jeep’s traditional image, long associated with more rustic or off-road-oriented vehicles. The Wagoneer S is now aimed at the BMW iX, Mercedes EQE SUV or Audi Q8 e-tron, with a very American approach to electric luxury, combining raw power, comfort and over-equipment.

Mechanically, the Wagoneer S is impressive. Two permanent magnet synchronous electric motors, one on each axle, provide all-wheel drive and develop a combined power output of 600 bhp, or around 447 kW. These figures translate into performance levels rarely associated with an SUV of this size. From 0 to 100 km/h takes around 3.4 seconds, making the Wagoneer S one of the fastest Jeeps ever produced. A clear demonstration of the brand’s determination to make its mark in the field of electric performance too.

Fast 400V recharge but indefinite range

Energy is supplied by a lithium-ion battery with a gross capacity of around 100 to 100.5 kWh, integrated into a 400-volt electrical architecture. This technical choice remains consistent with many models in the segment, but contrasts with some premium competitors who have already switched to 800 volts, capable of higher recharging power. Nevertheless, Jeep claims to be able to go from 20% to 80% charge in around 23 minutes on a DC fast charger, a competitive figure for a vehicle of this size. It remains to be seen how this performance will translate in European conditions and on public charging networks.

However, the official range is only known according to the American EPA cycle. Jeep claims a range of over 300 miles, or around 480 kilometres. Some press estimates suggest a WLTP range of around 520 kilometres, but this figure has not yet been validated by official European homologation. With a battery of around 100 kWh, the Wagoneer S would be in the upper mid-range of large electric SUVs, although it would not rival the most fuel-efficient models on the market. The high weight and claimed performance of the Wagoneer S suggest that it will consume significant amounts of fuel.

Premium platform and ultra-technological interior

The Wagoneer S is one of the first models to make full use of Stellantis’ STLA Large platform. This architecture enables the integration of large-capacity batteries, the management of all-electric drivetrains and adaptation to different world markets. Jeep has added its in-house expertise, notably through the Selec-Terrain system, available in Auto, Sport, Eco, Snow and Sand modes. Although the Wagoneer S is primarily aimed at the road, the brand intends to retain its DNA of versatility and driveability, even on rough surfaces.

On board, the Wagoneer S boasts a resolutely premium feel. Jeep is showcasing more than 45 inches of combined screens, including a digital instrument cluster, a large central screen and a dedicated screen for the front passenger, all powered by the Uconnect 5 system. The move upmarket is also evident in the audio system, with up to 19 speakers, more than 1,100 watts of power and, depending on the market, a McIntosh signature. The driving aids are just as ambitious, with over 170 assistance and safety functions announced for certain versions.

Price still unclear but big ambitions

Officially presented in 2024 and marketed in North America from the 2025 model year, the Jeep Wagoneer S is expected in Europe during 2026. Its presentation at several European trade shows confirms this ambition, but many questions remain open. Price is the main unknown. In the United States, the first versions are priced at around $67,000 excluding subsidies, but no European price list has yet been announced. Taxation, equipment specific to the EU and WLTP homologation could significantly alter its positioning in relation to the German benchmarks in the segment.

More than just a new model, the Wagoneer S is a technological showcase for Jeep and, more broadly, for Stellantis. It embodies the group’s desire to establish itself at the top end of the electric market, with a bold, powerful and culturally distinctive proposition. All that remains now is to make the most of this opportunity in Europe. Real range, final price and brand perception in the premium segment will all be decisive in determining whether this large American electric SUV can really shake up the established order.

Sources: Jeep Canada, Stellantis, Groupe Chopard

The Brussels Motor Show is gearing up for another edition that promises to be more intense, popular and strategic than ever. From 9 to 18 January 2026, Brussels Expo will open the doors to its 102ᵉ edition of the Brussels Motor Show, a not-to-be-missed event which, after reconnecting with its public last year, confirms its place as Europe’s leading motor show of the year for manufacturers, enthusiasts and mobility professionals.

A historic show that spans the ages

Founded over a century ago, the Brussels Motor Show is one of the oldest motor shows still operating in Europe. Long an eagerly-awaited annual event for the entire industry, it has been plagued by complications in recent years, including the cancellation of the 2024 edition for reasons of market expectations.

But with a comeback scheduled for 2025, the event has established itself as a key fixture in the automotive calendar, attracting an average of over 300,000 visitors and becoming a key observatory of changes in the sector.

102nd edition: ambitions and world firsts

The 2026 version of the show is no half-measure. No fewer than 64 car brands will be present, one more than the previous year, covering almost 95% of the Belgian market.

The 2026 edition will occupy a total surface area of around 60,000 m², spread over halls 5, 6, 7, 9, 11, the Patio and the new Hall Astrid, recently integrated to meet the growing demand from exhibitors.

What’s even more remarkable is that the show already boasts a packed programme of revelations, with 39 premieres announced (worldwide, European and Belgian). Among the most eagerly awaited models will be the world premiere of the Kia EV2, an SUV, while Hyundai will unveil its largest EV, featuring 800 V recharging technology. Opel will be showcasing the new Astra and Astra Sports Tourer, as well as the Grandland Electric AWD. In France, Peugeot will be presenting the new 408 and the E-208 GTi electric version, confirming the market’s appetite for compact and sporty electrified models.

This diversity underlines the extent of the sector’s transformation: electrification, compact SUVs and innovative technologies will be the focus of attention, and the show is shaping up to be the ideal place to observe the mobility of tomorrow.

Motorbikes and mobility: a broader, more open edition

Another strong sign of the show’s evolution is the return of motorbikes, for the first time since 2020. A total of 28 motorised two-wheeler brands will be exhibiting in a dedicated area of hall 9, bringing together motorcyclists, enthusiasts and the curious to discuss the latest technical, electric and combustion developments in the segment.

This development broadens the scope of the event well beyond the traditional automotive sector and reflects a more comprehensive vision of mobility, where cars, motorbikes and alternative forms of mobility coexist to present visitors with the state of the art in motorised mobility.

Car of the Year and entertainment: a complete experience

On 9 January, the Car of the Year ceremony took place, electing the European Car of the Year, a highlight that attracts the attention of the media and enthusiasts every year. This year, it was the Mercedes-Benz CLA that took the coveted title of Car of the Year 2026. The German brand’s model succeeds the Renault 5 E-Tech (2025) and the Renault Scenic E-Tech (2024).

But the show isn’t just about exhibiting cars: a series of fun, entertaining and educational events are planned for all audiences. Driving simulators, children’s areas, interactive zones, meetings with automotive influencers and technical presentations complete the exhibition offer.

A strategic event for electromobility

For all those involved in electromobility – manufacturers, equipment suppliers, recharging infrastructure providers and political decision-makers – the Brussels show has become a major observatory. It provides a unique venue for presenting new electric solutions, discussing infrastructure challenges, recharging standards and energy transition strategies.

The presence of a large number of EV, hybrid and electric concept cars is also an indication of the Belgian and European public’s appetite for these technologies, as well as the commitment of manufacturers to the electric sector.

From Belgian trade fair to European mobility event

Now in its 102th year, the Brussels Motor Show has established itself as more than just a car show. It has become a strategic space where market trends, technological innovations and consumer expectations meet.

With a programme packed with world premieres, a variety of events, the return of the motorbikes, and almost exhaustive coverage of the car and two-wheeler sectors, the 2026 edition promises to be a benchmark for the automotive year that is just beginning.

After more than a decade of almost total exemption, electric vehicles (EVs) will now have to pay the Congestion Charge when travelling in London city centre, a measure that came into force on 2 January 2026.

Until now, the Cleaner Vehicle Discount allowed electric cars to be exempted from the daily payment of this tax, which was introduced in 2003 to reduce congestion on London’s arterial roads. This exceptional scheme has been abolished, putting an end to one of the major incentives for EV users in urban areas.

Revised pricing

In concrete terms, the new pricing structure marks a clear break with the previous system. Electric cars will no longer be able to travel free of charge in the English capital’s city centre; they will now have to pay £13.50 per day provided they are registered with the Auto Pay scheme, which corresponds to a 25% reduction on the standard rate. Drivers of electric vans and light commercial vehicles benefit from an extra effort, with the cost reduced to £9 per day via the same automated system. On the other hand, for all vehicles, whether internal combustion or electric, not registered with Auto Pay, the charge is now £18 per day, compared with £15 previously.

These rates apply during the Congestion Charge’s normal opening hours, from 7am to 6pm on weekdays, and from 12pm to 6pm on weekends and public holidays, bearing in mind that the measure is designed above all to regulate traffic flows at the busiest times. This is the first increase since 2020.

Why the change now?

The London authorities, led by Mayor Sadiq Khan, believe that the total exemption for EVs is no longer compatible with traffic regulation objectives. “Without this change, an additional 2,200 vehicles would enter the defined zone every day”.

For Transport for London (TfL), the objective is clear: to modernise a system that has become less efficient in the face of traffic growth and the increasing use of electric vehicles, which are now so numerous that they are also having an impact on congestion in the city centre. Traffic jams cost London businesses nearly £3.85 billion every year.

A clear message to electric motorists… but not only

This strategic shift is not just about taxation: it is also about refocusing policy on urban traffic management, and not just on reducing local emissions. While it’s true that EVs don’t pollute when they’re in use, which is good for the climate and good for society, they still have an impact on traffic density, public space and the flow of traffic, which TfL believes London can no longer ignore.

Again according to TfL, the number of electric vehicles registered in London has risen from around 20,000 in 2019 to more than 116,000 in 2025. This growth means that EVs now account for almost 20% of all vehicles entering the congestion zone every day. In other words, of the 90,000 or so vehicles passing through the zone every day, around 1 in 5 is an electric vehicle.

For drivers, this means an increase in the cost of using an EV in the city centre, even if the Auto Pay discount partially mitigates this increase. On a positive note, however, current residents of the zone who have been benefiting from significant discounts will continue to keep them, but new applications after March 2027 will be conditional on owning an EV.

Beyond that, the social dimension of this reform is largely ignored. Who can still afford to pay £13.50 or £18 a day to drive around central London? For many residents or workers dependent on their electric vehicle, this measure risks widening the divide between those who have the means or alternatives to do without their car and those for whom no efficient public transport is available: this is an issue of urban equity that the city seems to have overlooked.

The impact on urban electromobility

This London reform goes far beyond the tax issue alone. It illustrates a fundamental change observed in many cities, where electric vehicles are no longer approached solely from the point of view of emissions, but are integrated into more comprehensive mobility policies. Energy transition, flow management, the use of public space and the efficiency of urban travel are now intertwined in a single approach.

London’s decision is a reminder that while electric vehicles reduce local carbon footprints, they do not eliminate congestion or pressure on urban space. From now on, it is not just emissions that dictate taxation choices, but the overall impact of the vehicle on the fluidity and organisation of the city.

At CES 2026 in Las Vegas, the electric two-wheeler segment was marked by an announcement from Finland. Hyvinkää-based start-up Verge Motorcycles presented a major evolution of its TS Pro, now equipped with a solid electrolyte battery developed in partnership with Donut Lab. A technological advance that the brand claims to be a world first for a production motorbike, but which has yet to be validated by independent testing.

From technological promise to industrial ambition

From the outset, Verge has built its business around a radical concept: rethinking the very architecture of the electric motorbike. A few years after introducing its hubless motor integrated into the rear wheel, the brand is taking a new step forward with this TS Pro Solid-State, presented not just as a concept, but as a production version, with the first deliveries scheduled for mid-2026, according to the manufacturer.

Verge claims that it wants to be the first manufacturer to offer a production-approved motorbike equipped with an all-solid battery. It’s a strong claim, echoed at CES, but at this stage it’s based solely on statements from the manufacturer and its technology partner.

Architecture faithful to the Verge DNA

Visually, the TS Pro Solid-State remains true to the futuristic aesthetic of the Verge range. On the CES stand, it featured a hubless rear wheel, a sculptural frame, extensive use of carbon fibre and an aggressive stance reminiscent of a sports bike.

The batteries, dubbed the ‘Donut Battery’, are integrated directly into the structure of the motorbike. Each module has a capacity of around 5 kWh, enabling Verge to offer different energy configurations depending on use.

Impressive figures

The main innovation lies in the adoption of solid electrolyte batteries, which Donut Lab presents as ready for large-scale industrial application. According to the data provided by the two protagonists, this technology will enable :

• a claimed energy density of around 400 Wh/kg,
• a range of up to 600 km with the highest capacity battery configuration,
• ultra-fast charging, with up to 300 km of range recovered in around ten minutes from a fast charging point.

In terms of powertrains, the TS Pro Solid-State retains the electric motor integrated into the rear wheel, claimed to deliver up to 200 kW (around 270 bhp) and instant torque of 1,000 Nm. The manufacturer claims a 0 to 100 km/h time of around 3.5 seconds.

These are impressive figures, but they should be regarded as manufacturer data, awaiting validation by independent tests.

A clear ambition for top-of-the-range electrics

With this TS Pro Solid-State, Verge is clearly demonstrating its objective: to establish itself as a global benchmark for premium electric motorbikes. The partnership with Donut Lab brings additional technological credibility to a project long considered experimental.

If the announced performances are confirmed by the first independent tests, this motorbike, expected in the first quarter of 2026, could send a strong signal to established manufacturers, both European and Japanese.

Year after year, BYD confirms that its French strategy is no longer a gamble. In 2025, the Chinese manufacturer of new energy vehicles (NEVs) registered 14,311 vehicles in France, representing growth of 145.3% compared with 2024, in a car market that was nevertheless down by almost 5%. Behind these figures lies a reality: BYD has above all offered a credible hybrid alternative to motorists who are still hesitant.

SEAL U DM-i: the game-changing PHEV

The year 2025 saw the BYD SEAL U DM-i become the brand’s real powerhouse. This Chinese SUV was BYD’s best-selling model in France in 2025, with 6,058 registrations, up 194.5% year-on-year. In December, it even became the best-selling PHEV in France, with 1,797 units, giving BYD a 1.5% market share.

This success can be explained by the positioning of DM-i Super Hybrid technology: a predominantly electric drive for everyday use, coupled with a combustion engine for long journeys, with a combined range of up to 1,505 km. It’s a pragmatic response to fears about range, which are still widespread in France.

A well-established electric range

In addition to the SEAL U DM-i, BYD has a complete and coherent electric range. In 2025, the brand’s podium will reflect this growing power:

• BYD SEAL (electric saloon): 1,835 registrations (+70.4%)
• BYD SEALION 7 (electric SUV): 1,811 units
• BYD DOLPHIN: 1,108 registrations
• BYD DOLPHIN SURF: 1,049 units

The latter, an affordable electric city car, marked the year with its World Urban Car of the Year title, its 5-star Euro NCAP rating and a starting price of €19,990, confirming BYD’s strategy of making electromobility accessible without compromising on technology or safety.

2025: a pivotal year for BYD France

Last year also saw the arrival of a number of ground-breaking new models from the Chinese brand. The ATTO 2, an urban SUV with city-friendly dimensions, available in electric and DM Super Hybrid versions, the SEAL 6 DM-i and SEAL 6 DM-i Touring, saloon and estate cars with a range of up to 1,505 km, and the SEALION 5 DM-i, a family SUV with a combined range of 1,016 km, all saw the light of day in 2025.

At the same time, BYD is continuing to expand its network, reaching almost 90 sales outlets by the end of 2025, with a clear target of 200 dealerships by 2026.

2026: Upmarket and technological acceleration

And the year ahead will see BYD do even more. In 2026, the premium DENZA brand will be launched in France, spearheaded by the Z9GT, developed specifically for the European market. Added to this is the roll-out of the Flash Charging network, capable of reaching 1,000 kW and recovering up to 400 km of range in 5 minutes.

“In just one year, we have almost trebled our sales in France and recorded almost 4,000 orders in December alone,” points out Dorothée Bonassies, Managing Director of BYD France. “A solid base from which to continue our development.

Hybrids as a gateway to electric vehicles

As the first carmaker in the world to abandon pure combustion engines, BYD is capitalising on its Blade batteries, e-Platform 3.0 and DM-i technologies to establish itself in a French market that is still in transition. By 2025, the brand has demonstrated that plug-in hybrids can accelerate electromobility.