Category: News

Chinese carmaker MG Motor is taking a new step forward in its European strategy and expanding its range into the premium segment. Two models, the IM5 and IM6 – already available in Norway and the UK – will be launched in France in early July. These are a large saloon and a large SUV, both fully electric, whose features, performance and charging speed are set to enable them to compete with brands such as Tesla and BYD

MG is expanding its range into the premium segment

Already well established in France with a comprehensive range of five electric models and five hybrid and plug-in hybrid models, all offered at competitive prices, MG Motor is expanding its range and is now setting its sights on the premium electric market. The Chinese group, which already sells the IM 5 saloon and the large IM 6 SUV in its home market and in several European countries (the UK, Norway and Switzerland), has just announced their launch in France, starting next July.

These vehicles must deliver performance, advanced technology and a premium user experience. This is because the IM (Intelligent Motor) range differs from the rest of MG’s range, which is renowned for offering some of the most competitive value for money. In this regard, the brand has just launched a promotional campaign for June, setting its starting price at under €18,000 for an MG 4 Urban (325 km range), representing a discount of over €7,000.

Ultra-fast charging capability

As for the new IM models, both cars share a number of technical features.  Whether it is the IM5 saloon or the IM6 SUV, they are built on an 800 V electric architecture, with ultra-fast charging capability (350 kW compatible power) that allows the battery to be recharged from 10% to 80% in just 17 minutes. This has become a key factor in buyers’ decision-making criteria.

When it comes to performance, the bar is set high. MG claims a WLTP range of up to 655 km for the IM5 100 model, which features a large battery and a 407 hp rear-wheel-drive system. In its top-spec configuration, the IM5 (or IM6) 100 Performance boasts 553 kW (751 hp), all-wheel drive, 802 Nm of torque and a 96.5 kWh battery capacity, although the range has not yet been announced. These figures rival those of Tesla in particular.

Playability and AI

In terms of driving experience, the Chinese brand promises manoeuvrability at low speeds and a degree of stability on the road thanks to a four-wheel steering system. This is a significant feature on a car measuring nearly 5 metres in length (with a wheelbase of 3 metres) such as the IM5 saloon, which has a particularly tight turning circle (9.98 metres).

Among the on-board innovations is One-Touch iAD (Intelligent Assisted Driving) technology. Using artificial intelligence, this precision driving system automates certain complex manoeuvres such as automatic parking, exiting a parking space, assisted reversing and parallel parking at the kerb. The aim is to simplify everyday journeys whilst reducing driver stress.

Premium welcome on board

Inside, MG focuses on a premium feel. The driver’s seat is ventilated, with 12-way electric adjustment and a memory function, whilst the front passenger seat is adjustable in six directions. At the centre of the dashboard, a huge 26.3-inch panoramic screen is dedicated to infotainment, sitting above a 50W wireless smartphone charger. The on-board atmosphere is further enhanced by a 20-speaker audio system designed to deliver an immersive sound experience.

Although the prices for the IM 5 and IM 6 have not yet been announced, the launch date is scheduled for early July in France. 

MG factory in Spain in 2028

It is worth noting that SAIC, the parent company of MG Motor, has also just announced plans to set up a production plant in Spain (near A Coruña) by 2028. It will be dedicated to manufacturing electric vehicles tailored for the European markets: the MG4 Urban and the future MG2 city car. This site, which will create 2,300 jobs, is set to produce up to 120,000 cars a year and will enable the manufacturer to avoid EU penalties and customs surcharges.

The registration figures for May have just been published by the French Automotive Platform (PFA). The passenger car market grew by 3.7%, with 128,484 vehicles registered. This is higher than in May 2025, which nevertheless had two additional working days (corresponding to an increase of over 15% when adjusted for the number of days). Unsurprisingly, electric vehicles are driving sales, continuing their growth and accounting for 35% of the market (EVs and plug-in hybrids), the highest level on record.

The economic climate has become very favourable for electric vehicles

Fuel prices have remained above €2 per litre for more than three months, and the impact is clearly being felt in new car registrations. Many motorists are turning away from internal combustion engines and opting instead for plug-in hybrids and, above all, electric cars. The share of these powertrains exceeded 35% in May 2026, its highest level on record. By way of comparison, these powertrains accounted for just 22% a year ago. The shift towards the transition began gradually towards the end of 2025 but has really gained momentum since March and the hostilities in the Persian Gulf. Although Chinese manufacturers are launching a massive commercial offensive in Europe, the figures show that traditional brands are able to respond thanks to their varied and increasingly affordable electric offerings.

EVs: a third of new registrations 

In detail, 128,484 passenger cars were sold in France in May 2026, including more than 37,000 electric vehicles. The share of EVs rose by 90% compared with May 2025. This brings the market share of electric vehicles to one-third of new registrations. A record. If we include plug-in hybrids, more than one in three new cars is now electrified, and almost half of these are in company fleets.

Looking at the trend over the first five months of the year, the market has remained fairly stable, down by 0.6%, with 668,379 units sold across all engine types. More than 185,700 electric cars were delivered, accounting for a 27% market share; whilst more than 340,400 hybrids (both standard and plug-in) were registered, representing 50% of the new car market. Petrol models (barely 15%) and diesel models (less than 3%) have clearly been relegated to the sidelines.

Between January and May, Stellantis recorded a market share of 29.6%, whilst the Renault Group recorded 26.7%. These figures demonstrate the strong momentum of French brands and highlight the breadth of their electric vehicle ranges.

Top 10 electric models

In the rankings of the best-selling electric cars in May 2026, the Tesla Model Y SUV tops the list with 3,874 units sold, followed by the Renault R5 (2,947 units) and then the Renault Scenic (1,624 units). The rest of the top 10 best-selling electric cars include the Tesla Model 3, the Renault Megane e-Tech, the Peugeot e-3008, the Skoda Elroq, the Citroën ë-C3 (down 20%), the Peugeot e-208 and the VW ID4.

It is worth noting the strong performance of foreign cars such as the XPeng (583 registrations) and the new BMW iX3 (over 500 units). As for the latest Twingo, which has only just been launched, it has already recorded nearly 1,000 sales in a month.

The Renault R5 has been in the lead since January 2026

Since the start of 2026, the R5 has been the market leader with 16,449 units sold (representing 2.5% of registrations), closely followed by the Tesla Model Y (16,000 registrations and 2.4% of the market) and then the Citroën ë-C3 (7,023 units, representing 1.1% of sales).

Finally, across all engine types, if we look at the breakdown of new cars sold, 53% are now SUVs and 42% are saloons, leaving only a fraction for body styles such as estate cars and convertibles. Compact and traditional two-seaters, meanwhile, have all but disappeared from the market, leaving a sense that the car fleet has become completely uniform.

Against a backdrop of ongoing geopolitical uncertainty, new car sales in the European Union have remained strong since the start of the year: up 4.2% compared with 2025, according to figures published by ACEA (the European Automobile Manufacturers’ Association). This momentum is driven in particular by electric vehicles, which saw strong growth last month (over 255,000 EVs delivered in April). Whilst models with internal combustion engines continue to decline, the car market may have reached a tipping point towards the energy transition, against a backdrop of high oil prices.

One in five new cars sold is electric

The European Automobile Manufacturers’ Association (ACEA) has just published the registration figures for April. Whether they are fully electric (BEV), hybrid (HEV) or plug-in hybrid (PHEV), electric cars are gaining ground. Bolstered by tax breaks and incentives in major European countries, consumers are now finding it easier to make their choice, given that fuel prices have not fallen since the start of the war in Iran.

In detail, during the first four months of the year, 746,899 electric cars (BEVs) were registered, accounting for nearly 20% of the European market, compared with 15% a year earlier. The leading countries – France, Germany and Italy – account for two-thirds of new electric vehicle registrations. In France, the number of electric vehicle registrations (148,200 units) has risen by 48.2% since January 2026.

A historic turning point in April

The figures for April alone are spectacular. Sales of electric vehicles soared by 38.3%, totalling 255,300 cars (including 36,216 in France, the EU’s third-largest market). As if echoing the international events blocking the passage of oil tankers through the Strait of Hormuz, the share of fully electric vehicles is booming and now accounts for 22.2% of total sales in the EU, including the UK (compared with just 17% in 2025). For the first time, EV penetration equals the share of petrol cars (22.2%). This likely marks a historic turning point in the transition.

Among other electrified models, HEVs (full hybrids) remain the dominant category, accounting for 38.2% of the market share, whilst PHEVs (plug-in hybrids) account for 9.6% of the market.

The largely electrified European market

In summary, for the first four months of 2026, in Europe (including the United Kingdom, Norway and Switzerland), the new car market breaks down as follows: 

• hybrids (HEV): 38%
• petrol: 22.4%
• battery electric vehicles (BEVs): 20.9%
• plug-in hybrids (PHEVs): 10.1%
• diesel: 6.7%

Since the start of 2026, the total number of registrations has been 3,794,280, representing a 4.2% increase compared with the same period in 2025.

Brand by brand since January 2026

Looking at how manufacturers have fared since the start of the year, the Volkswagen Group (Audi, VW, Skoda, Cupra, Seat, etc.) remains in the lead with over 1 million cars sold (+2.9%), representing a 26.7% market share. In second place, Stellantis follows with nearly 650,000 units sold (+7.8%), representing a 17% market share. The Renault Group (380,000 sales, down 7.4%), Toyota (268,000 sales, down 2.5%) and Hyundai (265,000 sales, down 3.1%) have all seen a decline over the past four months.

New entrants are making headway

It is worth noting that, among the new entrants, Chinese brands (almost all of whose models are electrified) are posting triple-digit growth rates, although they were all starting from a very low base. In the first four months of 2026, in Europe and the UK: 

• BYD sold nearly 72,000 units (+153%)
• Chery Group sold nearly 48,300 units (up 267%) 
• Leapmotor sold 28,700 units (+558%)
• SAIC Motor sold 77,000 cars (+10%)

However, apart from SAIC Motor (MG), which has been established for some time, none of these newer entrants has a market share of 1%. 

Finally, Tesla, which holds a 1.8% market share, continues to sell despite production halts for the Model X and S. Since January, 67,400 Teslas have been registered, representing a 62% increase compared with 2025.

Although the social leasing scheme will officially launch in early July, car manufacturers are already gearing up. The brands within the Stellantis group have registered 12 models, which will be available to lease from €94 per month. Orders can be placed from 1 June. This third government initiative, aimed at making electric cars more accessible, could also be extended to include used cars from next autumn.

Leasing returns in early July

The Citroën e-C3 epitomises the success of the social leasing scheme launched by the government in 2024, with the aim of enabling as many people as possible to access electric mobility at affordable rates. As a reminder, the scheme aims to offer long-term leases on new electric cars for less than €200 per month (excluding insurance) to motorists with a taxable income of less than €16,300, subject to travel conditions. It is funded by a €400 million budget derived from Energy Saving Certificates (CEE). From 1 July, the government is relaunching this social leasing scheme for a third round, and manufacturers are gearing up to attract customers to their showrooms.

The economic climate is becoming very favourable for electric vehicles

During the last scheme, which ended in late 2025, 50,000 households were able to take advantage of these heavily discounted offers, but the enthusiasm had not been as widespread as hoped. This year, with soaring fuel prices and a growing range of small electric models, the situation is very different. For many, this is an opportunity to make the switch to electric vehicles and be less affected by fluctuations in energy prices. The decree setting out the conditions and the minimum annual mileage has not yet been published.

From €94/month for the Citroën ë-C3

Ahead of the official announcements, Stellantis has already published a list of 12 cars available for pre-order from Monday 1 June. These include the Citroën ë-C3, the ë-C3 Aircross, the Peugeot e-208, e-2008 and e-308, the Opel Frontera and Corsa, as well as the Lancia Ypsilon and the Jeep Avenger. The Franco-Italian-American group has even announced a starting price: from €94 per month for the Citroën ë-C3 (the battery capacity remains to be seen: 30 or 44 kWh?). At the previous event, half of the cars leased were Stellantis models.

The Fiat 500e for €99 a month (second-hand)

Stellantis is also going a step further by extending this leasing scheme to cover some of its used cars. Recognising that those benefiting from the initial 2024 leasing scheme may not necessarily be able to renew their vehicle at the end of the lease, the group is introducing its own scheme to extend or buy out the leased cars. 

Through its Spoticar network, Stellantis is now offering used electric vehicles for lease (with a €2,000 deposit). For example, the Fiat 500e is available from €99 per month. This presents an opportunity to reduce stock levels, as the Italian model, which is very expensive when new, is struggling to find buyers on the second-hand market.

Special offers for certain professions

Recently, the government has reaffirmed its commitment to making car leasing available to professions for which a car is essential but costly to run (with fuel costs accounting for up to 20% of income). The aim is to create a fleet of 30,000 electric cars for home care workers, for example. Stellantis will be setting up partnerships with home care and support services (SAAD). Employees, home carers and personal carers will thus be offered tailored preferential deals. For example, a 17% discount has been announced on the Peugeot e-208 Allure.

50,000 new EVs and even more used ones?

Whilst we await the official announcement of the income thresholds and the government’s list of eligible vehicles, Stellantis’ announcements already give a clearer picture of this 2026 leasing scheme, which is set to cover 50,000 new vehicles but is expected to benefit even more households. This support is gradually taking the form of an incentive to persuade new motorists to switch to electric vehicles, but it is also a way for brands to clear and manage their stock.

It is worth noting that the government aims for two out of every three new cars to be electric by 2030. This target implies a threefold increase in the market share of electric vehicles, which has only just passed the 20% mark of the new car fleet.

Car manufacturer BYD and its premium brand Denza will be exhibiting at the upcoming Paris Motor Show in October. This announcement confirms that Europe remains at the heart of the Chinese giant’s product offensive. As such, the Dolphin G DM-i could well steal the limelight from the Renault Clio and Toyota Yaris, the queens of our cities. This plug-in hybrid city car promises a range of 1,000 km on a single tank of petrol. This is a first for a model in the B-segment, which is very popular here.

First model developed for markets outside China

The BYD Dolphin range already includes the compact electric saloon, which competes with the Renault Megane e-Tech and VW ID.3, and the Dolphin Surf, which is also 100% electric, smaller in size, and rivals the Renault R5 and Citroën e-C3. Now slotting in between these two models is the Dolphin G, a versatile 4.16-metre city car. In other words, the perfect size to take on the stars of the B-segment: the Renault Clio, Toyota Yaris and Peugeot 208. BYD is placing a great deal of faith in this car, which has been specially developed for markets outside China, where there is demand for compact, affordable, easy-to-drive and economical cars. But above all, the Dolphin G will boast a significant advantage under the bonnet: DM (dual mode) ‘Super Hybrid’ technology, which enables the zero-emission driving of a 100% electric vehicle whilst retaining the flexibility of a hybrid for long journeys.

1,000 km range 

In short, the Dolphin G is expected to feature the DM-i architecture already familiar from the range, namely a petrol engine that recharges a battery (7.8 kWh or 18 kWh), as in the Atto 2 DM-i SUV. Wheel drive is provided by a front-mounted electric motor (sometimes assisted by the combustion engine for more powerful acceleration). As a result, this plug-in hybrid technology (the car can also be plugged into a charging point) can deliver a range of up to 1,000 km on a single tank of petrol. Given the current sharp rise in fuel prices and the fact that electric city cars are still too expensive, this solution comes at just the right time.

A unique offer, a winning strategy?  

Whilst BYD has not yet released the exact technical specifications for the Dolphin G, the other DM-i models in the range can travel 40 km in all-electric mode with the smaller battery (7.8 kWh) or nearly 90 km with the larger battery (18 kWh). Compared to its rivals such as the Clio, Sandero or Yaris, which are available as standard hybrids, the Dolphin G therefore has a significant advantage in terms of fuel economy and an unbeatable range. BYD is even making a rather revolutionary new offering in this B-segment, which is highly competitive in Europe. Whereas ‘Super Hybrid’ technology was previously reserved for larger SUVs or estate cars, it is now making its debut in a compact, versatile car. This is a market with very high sales volumes – enough to whet BYD’s insatiable appetite.

Attractive price 

In contrast, the Dolphin G’s lines are very conventional and its styling is designed to be universally appealing. However, its price, which has not yet been announced, is likely to attract attention. It could start at around €25,000, which is slightly less than the Atto 2 DM-i SUV. Sales will begin this summer, with the first deliveries scheduled for the third quarter of 2026. The city car is likely to be one of the stars of the Paris Motor Show, starting on 12 October, at the BYD stand. The manufacturer is returning to Paris for the third consecutive year and is bringing its premium brand Denza, whose recent Z9 GT and ultra-fast charging system will be the must-see highlights at the show.

The news was confirmed during the presentation of Stellantis’ “FastLane 2030” plan. In 2028, Citroën will launch a revival of its famous 2CV with an electric motor, as part of the roll-out of an E-car range of small, affordable models across the entire group. This new iteration of France’s most iconic car
is already sparking the imagination of enthusiasts, but will it be enough to revive the chevron-badged brand, which has fallen somewhat behind other manufacturers within Stellantis?

The return of a folk legend

Almost 80 years after the launch of the legendary Citroën 2CV (in 1948), Citroën has finally confirmed what many had hoped for but never really believed would happen: the return of one of the most
iconic cars in history. But this will be neither an opportunistic neo-retro exercise nor a simple marketing reissue, as this future 2CV will be electric, affordable and designed as a modern response to new forms of mobility. It is a bold gamble, but one that reflects the brand’s ingenious character: “Reinventing the 2CV
of tomorrow is an immense challenge and responsibility,” says Xavier Chardon, Citroën’s CEO. “The original 2CV was never designed to become an icon. It became one because it offered people greater freedom. The new 2CV will carry on this spirit, not out of nostalgia, but by reinventing its simplicity and accessibility for today’s world. Electric. Essential. Affordable. Human. It marks the return of an optimistic vision of
progress.”

A philosophy rather than a design

Citroën therefore has no intention of replicating the round, friendly ‘face’ of the car that was originally known by the code name TPV (Toute Petite Voiture), but rather of evoking and reinterpreting ‘the spirit of the
Deuche’. From a manufacturing perspective, the cost of producing the bodywork exactly as it was would alone prevent the car from being offered at a low price. At a time when manufacturers are drawing on their heritage to revive
successful cars – such as Fiat with the 500 or Renault with the R5 – Citroën will not be able to follow this trend, despite the evocative image released alongside the announcement.

The future model will build on the core strengths that made the 2CV such a success: lightness, versatility, ease of use, affordability and a strong personality. Behind the scenes, Citroën seems to be seeking to answer a question that has become central to the automotive industry: how can we make electric cars desirable without making them unaffordable? Citroën’s CEO sums up this ambition: “True innovation is not about adding more and more, but about improving lives and focusing on what really matters.”

An electric anti-SUV?

Unlike other manufacturers at present, Citroën will therefore not be producing a trendy urban SUV that is heavy, more powerful and more expensive. The example of the recent Renault R4,
marketed as a small SUV that bears no resemblance to the versatile and practical car of the past, illustrates this point. Its sluggish sales prove that a marketing concept alone is not enough to attract the
crowds. On the other hand, the future 2CV is set to launch the ‘E-car’ category, the Stellantis group’s project for compact, lightweight and affordable electric vehicles. The specifications
thus echo those of the original TPV from the 1930s: a simple, robust and economical means of transport for the masses. This future Citroën could thus become one of the symbols of electric cars finally becoming popular and accessible to Europeans in particular.

Citroën ‘demoted’ within Stellantis

Whilst we wait to see the design of the 2028-generation 2CV, this announcement – however upbeat it may be – should not obscure the fact that Citroën has been sidelined under the ‘FastLane 2030’ plan. Within
the Stellantis group, the chevron-badged brand has effectively been ‘demoted’ to the status of a regional brand, like Opel or Alfa Romeo. In other words, Citroën products will not benefit from
the latest innovations, nor from the largest investments reserved for the four so-called ‘global’ manufacturers: Peugeot, Fiat, Jeep and RAM. The popularity of Citroëns cannot mask the fact that sales have been slumping
for several years: 350,000 units sold last year in Europe, its main market, compared with one million annual sales in the early 2000s. It is also likely that the 2CV will be produced abroad, in one of Stellantis’ Italian or Spanish factories (where the small Fiat Panda or entry-level Opel models are made), in order to reduce costs.

A strategy consistent with the ë-C3

Nevertheless, this comeback hasn’t come out of the blue. For several months now, Citroën has been rolling out a series of initiatives focused on affordable electric vehicles, notably with the Citroën ë-C3, which meets motorists’ everyday needs. It is one of the ‘star’ models of the social leasing scheme (EVs for less than €100 a month) launched in France last year.
Another model that has found a new audience is the AMI. A small, licence-free electric car with limited top speed, it is very popular with young students in suburban areas. The future 2CV is therefore expected to slot in between these two models. To appeal to buyers, its profile will need to be less status-oriented, more emotional and potentially more disruptive than current electric city cars.

The question remains: what impact will the return of the 2CV have? This is a major challenge for Citroën. Revamping the 2CV amounts to rethinking a cultural icon as much as an automotive one. With
over 5 million units produced between 1948 and 1990, the “deuche” remains associated with a very French idea of freedom, simplicity and non-conformity. In other words, the exact opposite of the arrival of
small electric city cars, imposed by European regulations.

See you at the 2026 Paris Motor Show

Citroën invites you to the Paris Motor Show in October 2026 to discover the first concrete details of the project. It will no doubt be a concept car that will be scrutinised for its design,
its nods to the past and its homage to the original 2CV. Further information on the platform, range and price will be provided. We can expect specifications in line with
those of the new electric Renault Twingo in the A-segment. An entry-level price of around €15,000, a small battery offering a range of 250 km (or more), and technical innovations and manufacturing processes sourced from China (through the Leapmotors partnership with
Stellantis) to reduce development time to under two years. If Citroën succeeds in its venture, the brand could well revive an idea that the automotive industry seemed to have forgotten: making mobility simple, accessible and appealing once again.

The launch of a new Ferrari is always a major event. The fact that it is electric makes it all the more sensational. But did fans and purists anticipate such a radical departure, both in terms of style and
technology, with the Luce (‘Light’ in Italian)? An imposing model that is aesthetically difficult to describe, remarkable in its interior design, technically in line with
current electric sports cars, and excessively expensive. Introducing a car that redefines electric luxury and must establish its own standards in the face of new rivals from Asia.

Luce: an Apple spin-off for the automotive industry?

Unveiled in Rome, the Ferrari Luce could be likened to an Apple-inspired automotive product, such is the influence of the design conceived by Marc Newsom and Sir Jony Ive—the designer behind the iPhone and Apple Watch—which is evident in its presentation. Aesthetically, this monolithic, streamlined shape may come as a shock to those accustomed to the taut lines, generous curves and elegant forms of entire generations of Ferraris. These design choices were primarily dictated by the need for aerodynamic efficiency. Like the
windscreen wipers positioned vertically on the windscreen, it is inelegant but necessary. Airflow is thus channelled from the nose to the roof and via black lacquered side vents around the wheels. The very clean lines symbolise the technological marvel beneath this
bodywork. Measuring 5.02 m in length (5 cm longer than the Purosangue SUV), 2 m wide excluding the wing mirrors and 1.54 m high, the Luce is a sort of crossover that is part saloon, part MPV and part coupé. A few details, such as the round rear lights and the yellow logos on the sides, serve as a reminder that this is indeed a Ferrari.

More innovative and inspiring on board

The Luce is the first five-seater Ferrari in history. A unique feature is that the three rear-seat passengers enter via rear-hinged doors, which makes access much easier. Thanks to its electric powertrain, the long wheelbase (2.96 m) and the absence of a central transmission tunnel provide a level of interior space unprecedented in a Ferrari. The same goes for the XXL boot size: 597 litres, a record for a Prancing Horse model.

But it is at the front that the design is radically new for a Ferrari. The approach is intended to be very high-end neo-retro. The steering wheel has a slim rim, reminiscent of 1960s racing cars. The materials used, such as recycled anodised aluminium, Corning® Gorilla® Glass and premium leather with Alcantara-lined storage compartments, contribute to this concept of transforming the car into an object of desire. The dials are digital but retain a needle; only the backgrounds change on demand.

It’s the little things that matter

In addition to the attention to detail in the finish and the perceived quality of the materials and assembly, a few ergonomic details demonstrate that Ferrari is entering a new dimension. The ignition key, a small rectangular control, slides into the centre of the centre console and turns black when the engine is started, as if to symbolise the connection between the driver and the car. The adjustable centre console (which nevertheless retains physical controls) draws its inspiration from digital interfaces, as does the rear control panel, which displays real-time driving information to passengers.

On the overhead panel, positioned much like in an aircraft cockpit, a “Launch Control” pull-cable lever is used to activate the standing start procedure. Finally, the steering wheel features both the famous “Manettino” with five driving modes (Ice, Dry, ESC off, etc.) and the new “e-manettino” with three settings (Range, Tour, Performance: power, torque curve and drive mode) to select the most appropriate use of energy.

Average electric technology

Designed and manufactured in Maranello, the Italian brand’s home base, the NMC (nickel-manganese-cobalt) battery comprises 210 cells. It has a capacity of 122 kWh and its 800 V high-voltage architecture enables high charging power of up to 350 kW.

The Luce can recharge 70 kWh of energy in 20 minutes, which is about average for its class but is far outpaced by the ‘Fast Charging’ speed of the Chinese Denza Z9GT (9 minutes from 10% to 97%). There are no miracles when it comes to the claimed range, which is around 530 km and will likely be significantly lower in real-world use.

Ferrari has fitted four radial-flow motors (as opposed to the axial-flow motors on the Mercedes-AMG GT 4-door). One motor per wheel delivers 310 kW of power and 355 Nm of torque at the rear, and 105 kW/140 Nm at the front. The total power output is 772 kW, or 1,050 hp.

These electric traction motors are combined with an electronically controlled active suspension (derived from the F80 supercar) and a four-wheel steering system, all of which operate in perfect synchronisation. True to its tradition, Ferrari has developed these technologies and their components in-house: from the motors to the batteries. The project involves 60 technical patents to ensure long-term quality and exclusivity.

Performance on a par with its competitors

The Luce delivers over 1,000 hp, with a maximum torque of 990 Nm. Ferrari claims performance figures that are ultimately quite similar to those of its rivals (notably the Mercedes-AMG GT 4-door). It goes from 0 to 100 km/h in 2.5 seconds and from 0 to 200 km/h in 6.8 seconds, with a top speed of 310 km/h. What about the agility of this Italian electric car? All-wheel drive is a first for Ferrari, but it allows the potential of torque vectoring to be harnessed with precision and consistent responsiveness, whilst the torque transfer system and regenerative braking ensure smooth torque delivery and engine braking worthy of a sports car. Dynamic performance should therefore be impressive despite the high weight associated with the floor-mounted batteries (2,260 kg).

Unpublished acoustic work

In Sport mode, an artificial sound is played through the 21 speakers in the cabin. This sound is a balanced blend of the powertrain’s sound and an unprecedented level of acoustic and vibration comfort derived from metal and captured in real time. A sound that is further amplified in ‘Perfo’ mode. Ferrari has therefore chosen not to reproduce the roar of a V8 or V12 engine, but instead demonstrates its commitment to recreating an atmosphere very close to natural vibrations. Inventing a new emotional language: a Ferrari signature in the electric era.

A high price to pay for exclusivity 

Ferrari never produces concept cars, and it is risky for such a prestigious brand to launch a completely new all-electric model without going through this prototype stage. This ‘pilot’ model should enable the brand to validate its choices, take into account the reactions of the fan base (which has given this launch a mixed reception) – a very significant factor at Ferrari – compare it with rival technologies, and affirm the brand’s stance on this new energy source.

Then there is the Luce’s sky-high price tag: from €550,000, excluding tax and optional extras. This is both unreasonable and baffling given that its specifications are no better than those of its competitors and even inferior to certain Chinese models. But the Prancing Horse continues to cultivate its exclusivity and its legendary status. 

Can Ferrari win people over? 

Neither a true supercar in terms of its looks and proportions, nor a long-distance GT, perhaps the Luce should be seen as a new-generation family saloon. But does it retain Ferrari’s DNA? It looks more like a blank cheque given to designers to create a desirable, fantasy version of electric mobility – the car seen as a status symbol seeking a new clientele more inclined towards technology.

Who is this car aimed at? By ditching the combustion engine, Ferrari is challenging the legend with the Luce, for which sales are expected to be low. Some experts estimate that around 1,000 units will be produced each year, representing less than 10% of annual production volumes.

In any case, it is Ferrari’s first response to the growing global trend towards electric mobility. Unlike other manufacturers who are taking a more wait-and-see approach (such as Lamborghini, Porsche and McLaren), the Maranello-based brand is forging ahead and setting out its vision in response to the standards imposed by China.

Even if it means treating this Luce as a full-scale trial run, the aim being to replace it fairly quickly to make way for new technical solutions, as the electric vehicle sector is evolving very rapidly.

In the face of a global slowdown in sales, the Franco-Italian-American group has unveiled an ambitious plan for technological revitalisation focused on innovation (software and AI). More than a hundred new models (including facelifts) will be launched by 2030. Among the 14 brands, Peugeot, Jeep, Fiat and RAM will be the main focus of investment, whilst the other brands will strengthen their regional presence. All will benefit from a new multi-energy platform that will enable significant cost reductions and greater industrial agility.

An ambitious plan to reposition Stellantis within the global automotive industry 

At its ‘Investor Day’ held in Auburn Hills, Michigan, Stellantis unveiled ‘FaSTLAne 2030’, an ambitious five-year strategic plan worth €60 billion designed to accelerate its growth, boost profitability and firmly reposition the group within the global automotive industry.

Led by CEO Antonio Filosa, this plan marks a new phase for the Franco-Italian-American manufacturer, with a renewed focus on the most profitable brands, global technologies and a more region-led organisational structure.

“This plan is the result of several months of hard work. It is designed to drive long-term profitable growth. “We want to bring people closer to the brands and products they love and trust,” explains Antonio Filosa. “We are building on exceptional talent, the strength of our global presence, and unique brands that connect and inspire. Finally, the benefits of our ‘win-win’ partnerships strengthen our ability to realise our ambitions.”

Four iconic brands at the heart of the strategy

As the first step in its “FaSTLAne 2030” strategy, Stellantis is streamlining its product strategy around four priority global brands: Jeep, Ram, Peugeot and Fiat. These long-established manufacturers will account for 70% of the group’s product and technology investments, alongside Pro One, the division dedicated to commercial vehicles.

Stellantis also plans to launch more than 60 new models and 50 facelifts by 2030, as part of a wide-ranging multi-energy strategy:

– 29 fully electric (BEV) models

– 15 plug-in hybrids (PHEVs) or extended-range electric vehicles (EREVs)

– 24 conventional hybrids (HEV)

– 39 petrol or mild-hybrid models

The so-called ‘regional’ brands — Citroën, Opel, Alfa Romeo, Chrysler and Dodge — will continue to benefit from the group’s new platforms and technologies, whilst further emphasising their local distinctiveness.

Originally launched as premium brands, DS Automobiles and Lancia will be repositioned as niche brands, managed by Citroën and Fiat respectively. Finally, Stellantis plans to revitalise Maserati with the launch of two new E-segment models. A detailed roadmap will be presented in December 2026 in Modena.

STLA One: the new global ‘multi-energy’ platform

From an industrial and technological perspective, “FaSTLAne 2030” is based on a strategy of standardisation and large-scale sharing of resources. The group will invest more than €24 billion in global platforms, powertrains and technologies. By 2030, half of Stellantis’s production volume will be based on three platforms, including the new STLA One architecture.

This platform is set to merge five existing platforms into a single modular architecture capable of supporting B-segment city cars, C-segment compacts and D-segment family cars. This shared technical platform therefore enables the manufacture of very different vehicles, whilst reusing up to 70% of components. Put simply, a future compact Peugeot, a Jeep SUV or an Opel saloon could share the same basic structure, electronic components and certain mechanical parts.

Objective: to reduce costs and speed up development. Stellantis is therefore aiming to produce 2 million vehicles a year by 2035 and achieve a 20% profit margin thanks to this new manufacturing facility. Above all, however, Stellantis is reaffirming its multi-energy strategy, rejecting the forced shift towards an all-electric future. The group will therefore continue to develop the following in parallel:

– electric models,

– hybrids,

– plug-in hybrids,
– latest-generation internal combustion engines.

As regards electric vehicles, the STLA One is designed for ‘cell-to-body’ integration, meaning that the battery is incorporated directly into the vehicle’s structure. This results in greater rigidity, reduced weight, more interior space and cost savings. Furthermore, this platform will be compatible with an 800 V electrical architecture, enabling ultra-fast charging for the group’s future electric cars.

Artificial intelligence at the heart of Stellantis’ future vehicle

Lagging behind Chinese manufacturers in particular, the group also intends to step up its efforts significantly in the areas of software and artificial intelligence, which account for a significant proportion of the added value of EVs in particular. Three major technological pillars will be established:

– STLA Brain: a new centralised electronic architecture

– STLA SmartCockpit: a new human-machine interface

– STLA AutoDrive: a scalable autonomous driving system

From 2027, these technologies will begin to be rolled out on a large scale. Stellantis aims to have 35% of its global vehicle output equipped with at least one of these solutions by 2030, rising to over 70% by 2035. To accelerate this transformation, the manufacturer is forging a growing number of strategic partnerships with technology firms such as NVIDIA, Qualcomm, Mistral AI and CATL.

Leapmotor, Dongfeng, Tata: Stellantis’s new partners

The other key focus of the plan is industrial partnerships, which are set to develop more rapidly. Through the Chinese brand Leapmotor (in which Stellantis holds a 51% stake in the international joint venture), the group aims to strengthen its competitiveness in the affordable electric vehicle market and pool procurement and manufacturing capacity, particularly at its Spanish plants in Madrid and Zaragoza.

In China, Stellantis is reviving its partnership with Dongfeng to produce new Peugeot and Jeep models for the Chinese market as well as for export. The group is even planning a future European joint venture with Dongfeng, which could get underway soon at the Rennes plant. The site in Brittany, which currently assembles the sole Citroën C5 Aircross, has excess production capacity and would welcome the arrival of a new model – even a foreign one – to ensure the long-term future of the plant and its jobs.

Finally, there is talk of partnerships with Tata and Jaguar Land Rover to boost industrial competitiveness in various regions around the world, such as India and Latin America.

A major industrial restructuring in Europe

To successfully implement this ambitious plan, an industrial reorganisation is required. In Europe, Stellantis plans to reduce capacity by more than 800,000 units through site conversions and industrial partnerships, whilst pledging to safeguard jobs. Peugeot’s historic site in Poissy is one of the factories set to undergo changes. The objective is clear: to increase the capacity utilisation rate of European factories from 60% today to 80% by 2030. In the United States, Stellantis is also aiming for 80% capacity utilisation through increased production volumes.

Drastically reduced development times

Like other major manufacturers, the carmaker aims to reduce the development time for a new vehicle: from the current 40 months to just 24 months. In the medium term, the plan envisages annual savings of €6 billion by 2028, a massive improvement in quality and the increased use of artificial intelligence in industrial operations (more than 120 applications already deployed).

“FaSTLAne 2030” is set to revitalise the international group, which comprises 14 brands, and restore a more proactive momentum following several months of internal tensions and a slowdown in sales in certain markets. Stellantis is now focusing on a more agile organisation, a refocused product range and a technological ramp-up to defend its position among the world’s leading automotive manufacturers.

At the 2026 New York International Motor Show, Hyundai unveiled the Boulder Concept. A body-on-frame 4×4 with a bold design, it offers a glimpse of a mid-size pick-up expected around 2030. But behind the product itself, the Korean manufacturer is primarily posing a strategic question: how does a major player in electric mobility establish itself in a segment that has historically been dominated by internal combustion engines, is highly codified, and has been dominated for decades by the Americans and the Japanese?

New York, the right place for this message

Hyundai could have unveiled this concept at a motor show with a stronger focus on technology or electric vehicles. But it chose New York – the market where 4x4s are most successful, given American tastes. Indeed, it is in the US that the Jeep Wrangler, Ford Bronco and Toyota 4Runner are sold, three models that the Boulder is directly targeting, even if it doesn’t name them.

The concept builds on the Hyundai Crater, unveiled in 2025, but with an approach that this time seems more structured and closer to actual production. This high-profile unveiling feels more like a statement of intent than a formal exploration. 

First, the architecture: a separate chassis – a choice with serious implications

The most important aspect of the Boulder isn’t its design. It’s its technical underpinnings. The project is based on a future body-on-frame platform. This term means that the chassis is separate, as is typical of large American 4x4s and pick-up trucks. The manufacturer has promised that this chassis is intended to form the basis of a pick-up truck around 2030.

This choice says something fundamental about Hyundai’s ambitions. Because without a separate chassis, there is no serious towing capability, no real off-road capability, and therefore no real credibility in this segment, where the car is very often a genuine workhorse. 

As for the Boulder’s powertrain, Hyundai has not yet confirmed any specific engine options. The door remains open to hybrid or electrified solutions, but nothing has been finalised at this stage. What is clear, however, is that the manufacturer is keeping all options open, and that its overall electrification strategy provides a framework for this project.

A design that doesn’t try to please everyone

The Boulder adopts the brand’s “Art of Steel” design language, but takes it in a direction that is radically different from that of the Ioniq or the Tucson (the brand’s best-seller). It’s plain to see: this is clearly not a model with flowing lines, nor one that optimises aerodynamics, nor one with taut surfaces. Instead, much like what Range Rover has achieved with the Defender, we’re dealing with massive volumes, sharp angles, broad and compact proportions, and clearly visible protective elements.

For the manufacturer, this is typically a vehicle designed to be practical, and that is precisely what makes it a credible contender in this segment. The interior follows the same philosophy: reinforced materials in high-contact areas, plenty of physical controls, modular surfaces, and a layout designed with outdoor and professional use in mind. Hyundai has also incorporated a digital assistance system designed for off-road driving, an area where the brand can set itself apart from its long-standing competitors thanks to its lead in on-board electronics.

What the Boulder tells us about Hyundai’s strategy in North America

It would be simplistic to view the Boulder solely as an SUV concept. It must be seen within the broader context of the Hyundai Group’s roadmap, which aims for 5.55 million global sales by 2030, 60% of which will be electrified vehicles—including hybrid, plug-in hybrid and fully electric models. More than 18 hybrid models are announced for the period up to 2030.

North America plays a central role in this strategy. Hyundai is ramping up local production with the Metaplant in Georgia, which is set to add an additional 500,000 units, bringing the global total to an extra 1.2 million units by 2030.

In this context, the launch of the Boulder signals Hyundai’s desire to move away from its image as a manufacturer specialising in well-finished on-road SUVs, and instead establish itself in segments with a stronger cultural presence in the United States: pick-up trucks and 4x4s.

The real question raised by this concept

What the Boulder Concept reveals is the next stage in Hyundai’s American ambition: no longer content to remain in the segments where it is already a familiar presence, but instead taking on a traditional internal combustion engine market head-on with an approach that could, in time, incorporate an electric dimension.

It is an industrial and cultural gamble. The US market for 4x4s and pick-up trucks has not yet made the switch to electric, with adoption levels still limited and very specific expectations regarding towing capacity and real-world range. But Hyundai is betting that by 2030, when the production model based on the Boulder is ready, conditions will have changed. The answer will lie in the product – see you in 2030.

Lagging behind China and the United States, where autonomous (and therefore electric) cars are already a commercial reality, Europe must develop its shared mobility offering without relying on foreign players who are already at the cutting edge of the technology. The aim is to increase the average occupancy rate of cars on the road, roll out a structured system for everyone, and maximise the social benefits that autonomous vehicles can bring. In short, prioritising mobility that benefits the community rather than individual robot-taxi services.

Europe is lagging behind; France sounds the alarm

The High Commission for Planning and Strategy is sounding the alarm over Europe’s lag in the development of autonomous vehicles. A reading of the report drafted by Thomas Matagne, CEO of the start-up Ecov, leaves no room for doubt. European Union countries have only a few dozen autonomous vehicles on the road, in certain selected cities and often as short-lived trials. In contrast, in China and the United States, the technology is already a well-established commercial reality: autonomous vehicle services are freely accessible to the public, and the companies operating them are expanding and becoming increasingly profitable (some autonomous car journeys are already cheaper than a taxi ride in China). Without an action plan, within a few years, there is a risk of becoming a ‘digital colony’. Europeans would be forced to rely solely on these foreign operators to travel safely and to have their mobility data exploited. In other words, a loss of sovereignty in the transport sector.

Autonomous driving for everyone

However, “autonomous driving is for everyone,” explains Thomas Matagne. Private cars account for 81% of the road mileage covered by the French each year. The average occupancy rate of a car, which has five seats, is just 1.6 people per car for all journeys combined and barely 1.07 for commuting. The low utilisation rate is also a weakness: on average, a car is only used 5% of the time.”

The advent of autonomous vehicles therefore presents an opportunity to rethink how we use cars as a means of transport. Indeed, the primary benefit of autonomous vehicles is that they can be shared (Shared Autonomous Vehicles, SAV). Europe could use them as an extension of public transport. 

Coordination at European level is on the horizon

On 8 June, transport ministers from the 27 EU member states are set to sign a reciprocal agreement aimed at working together to facilitate the introduction and deployment of autonomous vehicles. This is a first step towards establishing a Europe-wide framework and harmonising regulations and infrastructure. There are many reasons for doing so:

– Road safety: autonomous vehicles should help reduce the number of road accidents

– From an economic perspective, this solution is becoming increasingly attractive. For example, Waymo carries out 500,000 journeys a week in the United States

– Operating costs are expected to fall further as a result of machine training 

– The technology is mature and ready for widespread adoption. Waymo plans to launch a commercial service in London in 2026, Pony.ai is set to test Level 4 autonomous vans in Luxembourg, and WeRide is already operating in Belgium, Spain and Switzerland.

From robot taxis to shared public transport services

However, rather than simply opening up the market to individual robot-taxi services—booked and used as an alternative to taxis or private hire vehicles—the European approach could differ from the Chinese or American models. Thomas Matagne therefore suggests implementing a strategy to develop an optimised public transport system, which would offer potential benefits.

Taking the example of a 30-km road used for commuting around the Nantes metropolitan area. Switching to a system of autonomous vehicles designed as public transport would reduce the number of vehicles on the road each day by a factor of four and save €4 billion a year. “In our simulation, which prioritises public transport over private transport, it is possible to increase the occupancy rate of autonomous vehicles and thus maximise their social benefits. Vehicle flows are no longer managed on a journey-by-journey basis for each passenger request, as in the ‘robotaxi’ model, but organised into public transport services (buses, trains, etc.),” summarises the report’s author.

Four key areas of development

In line with this thinking, a number of recommendations will form the basis for discussions among EU Member States: 

– Prepare for the practical introduction of autonomous vehicles by developing transport services in poorly served suburban and rural areas. For example, build hubs to link up coach routes, car-sharing schemes and express networks, and create dedicated lanes or priority parking spaces for recharging

– To foster the emergence of two or three European leaders in autonomous driving, in order to secure both the technology and technological sovereignty. These companies will need substantial funding, in the form of both capital investment and public procurement contracts, to be able to compete with their American and Chinese counterparts.

– Invest in and take the lead on road operating system technology, including autonomous vehicles. It is, in fact, only through collective action that road mobility infrastructure can be established and managed. 

– In France, identify five to ten pilot areas – encompassing urban, suburban and rural communities – where the large-scale deployment of autonomous vehicles would be authorised, financially supported by the State and fully integrated into the local transport system, from 2026 onwards. The aim would be to focus efforts on ambitious, system-wide projects.

Take the initiative again 

Given the speed at which start-ups in Silicon Valley and Chinese firms are rolling out their technologies, Europe’s lag in the development of autonomous vehicles is very real, but not insurmountable. The role of local players is now to take the initiative, change habits, win people over, drive progress and develop a European model for autonomous transport. The challenge is ambitious but not unrealistic, given that this technology is still in its infancy.