Category: News

As car manufacturers gradually unveil their social leasing schemes – the third season of which begins on 16 July – Eco Motors News shines a spotlight on the eligible models. At the same time, several proposals suggest continuing this scheme in the longer term. Or how to get more than a million electric cars on the road by 2046 through a reorganisation of the system, without putting a strain on public finances. The NGO Transport & Environment offers some food for thought.

First come, first served

Orders are now open. Car manufacturers are counting on this third round of the social leasing scheme to boost their sales and increase the production of electric cars. As a reminder, 50,000 individuals or households will be able to benefit from this reduced-price long-term leasing scheme, funded by energy-saving certificates (CEE) – and therefore by energy suppliers (rather than the state budget). Places will be allocated on a first-come, first-served basis, provided applicants meet certain criteria: having a reference taxable income (based on 2025 figures) of less than €16,300, being a frequent driver (living more than 15 km from their place of work or driving more than 8,000 km a year for business purposes), and signing up to a lease of at least 3 years and 12,000 km per year.

The list is taking shape

Without waiting for the scheme to be launched on 16 July, car manufacturers have already unveiled a large proportion of their specific offers. Here is an initial list; the key features are the same across the board: long-term leasing, with no upfront payment, a 37-month term and a 45,000 km mileage limit.

• Opel Frontera (family SUV): €99 per month (over 3 years and 45,000 km)
• Renault R4 (urban SUV): from €170 per month (Evolution trim) or €190 per month (Techno trim)
• Hyundai Inster (city car): from €139 per month
• Citroën ë-C3 (city car): from €94 per month (range: 320 km)
• Renault Twingo: €130 per month (entry-level model, range of 260 km) or €139 per month (range of 410 km)
• Fiat Panda (city car): €95/month (320 km range)
• Hyundai Kona EV (city SUV): from €189 per month
• Opel Corsa (city car): €139 per month
• Opel Mokka (city SUV): €189 per month
• Lancia Ypsilon (city car): from €195 per month
• Alfa Romeo Junior (SUV): €199 per month (400 km range)
• Peugeot e-208: €149 per month (entry-level model: 360 km range)
• Peugeot e-2008: €179 per month
• Peugeot e-308: €199 per month

Due to their late type-approval, certain models are ineligible for inclusion on this list, such as the VW ID Polo and the Cupra Raval. Another new development is that the maximum authorised weight to qualify for leasing is 1,800 kg (down from 2,400 kg previously), which excludes many family cars. However, we can expect to see trade discounts and various incentives from dealerships, which are keen to capitalise on the resulting momentum.

What if the lease were to last for 20 years? 

On the sidelines of this launch, the organisation Transport & Environment offers a fresh perspective: what if this leasing scheme were to continue beyond the promised 50,000 vehicles? The NGO emphasises that this incentive scheme helps to make electric vehicles more accessible to the general public and draws on a forward-looking study to scale up the initiative. The aim is to get one million electric cars on the road through social leasing (by 2046), whilst reviewing the economic and governance conditions.

Several possible scenarios 

This is because leasing, as it currently stands, is too expensive and does not offer consumers sufficient benefits, even though it supports manufacturers’ industrial activity and accelerates the uptake of these cars. Based on a study carried out with Bernard Jullien, a lecturer, researcher and specialist in the automotive industry, the organisation Transport & Environment has developed various scenarios: 

• to extend the current scheme at a rate of 50,000 vehicles per year, funded in particular through energy-saving certificates (CEE). Maintaining this scheme would be costly: €10 billion over 20 years.
• to scale up operations and finance 85,000 vehicles each year (totalling 1.7 million over 20 years), by involving leasing companies more closely and extending the vehicles’ useful life to 11 years (with several successive lessees). Either the State will manage this scheme (public service delegation), or a public-private partnership will be established. Total costs over 20 years: between €9 and €13.6 billion.
• the creation of a national agency dedicated to social leasing, capable of putting 1 million EVs on the road within three years. This public car-leasing agency would account for €12.3 billion over 20 years.
• set up local cooperative car-sharing schemes on a regional basis, involving retailers, garages and stakeholders in community-based mobility: the cars are owned by the cooperative, which entrusts the management of the car-sharing scheme to local authority staff. Estimated cost over 20 years: €6.4 billion.

Funding to be determined

To finance this ramp-up, the authors of the study suggest interest-free loans, government guarantees, bringing forward revenue from the European carbon market, and mobilising public savings. It is also a question of overhauling the governance model by involving the stakeholders in the transition more closely. It remains to be seen whether, at an industrial level, manufacturers will be able to secure the necessary volumes.

Whilst the European electric vehicle market is slowly gaining momentum, looking ahead to the future of social leasing from a broader perspective will help to accelerate the electrification of the French vehicle fleet.

The ‘Triple 10 Challenge’ concept car, devised by oil company Shell, represents an interesting vision for the future of electric cars. This technology demonstrator pushes the boundaries of battery technology by combining ultra-fast charging, high energy efficiency and a reduced carbon footprint over the entire life cycle. The secret lies in a new approach to battery thermal management.

Developing new fluids for cooling batteries

Unsurprisingly, the Anglo-Dutch oil company Shell is investing more and more in research into lubricants and technologies for electric vehicles. Already operating a large network of charging points (through the acquisition of specialist operators) via Shell Recharge, the company is also forging partnerships with battery manufacturers and equipment suppliers. The aim is to develop new battery coolants and fluids – a major challenge for the industry – and to simplify their use.

In this context, the ‘Triple 10 Challenge’ project recently unveiled by Shell is based on three challenges: achieving a charging time of less than 10 minutes, energy efficiency of 10 km per kWh consumed, and limiting CO₂ emissions to 10 tonnes over the vehicle’s entire life cycle. This concept car takes the form of a B-segment SUV, a very popular model in our markets, which offers numerous advantages: light weight, agility and a lower purchase price.

A new approach to thermal management

At the heart of the project, Shell has developed a dielectric thermal fluid that absorbs the heat emitted by the battery cells (a factor that limits charging power). Unlike traditional systems using a mixture of water and ethylene glycol, this technology enables direct immersion cooling not only of the battery, but also of the electric motor and power electronics. This ‘Triple 10 Challenge’ car is therefore the first road-legal vehicle to demonstrate the potential of a single-loop cooling architecture, capable of effectively managing the temperature of the entire powertrain, even during fast-charging phases under extreme conditions.

Advantages: this type of cooling system helps to reduce the vehicle’s weight, improves its fuel efficiency and simplifies its mass production, as the technologies are already available.

Charges from 10% to 80% in under ten minutes

In practical terms, the vehicle is capable of charging from 10% to 80% in 9 minutes and 54 seconds at a 175 kW public charging point – a power rating that is fairly common amongst the fast-charging options currently available. This performance would enable the vehicle to regain up to 245 kilometres of range on a single charge, thanks in particular to a more compact battery and the use of these thermal fluids. Compared to a conventional EV, this technology delivers five times more range per minute of charging. These figures are close to the ultra-fast charging performance recently demonstrated by Chinese manufacturers BYD and Zeekr.
In this case, Shell aims to show that having a ‘low-capacity’ battery that needs to be charged quickly and frequently would no longer be such a constraint.

Carbon footprint halved

As well as charging speed, Shell is highlighting the environmental benefits of its concept car. Thanks to a lower-capacity battery, a simplified cooling system and the use of lightweight, recycled components, the vehicle has a carbon footprint of 10 tonnes of CO₂ over its entire life cycle – around 50 per cent less than that of comparable electric vehicles currently on the market.

Improved energy efficiency

Finally, this concept car can achieve a fuel efficiency of 10 km/kWh; in other words, it improves efficiency by 30 per cent compared with current-generation electric cars. For Shell, this approach demonstrates that it is possible to improve overall performance without resorting to ever-larger batteries.

Technology designed for industry

This prototype therefore runs counter to the current trend of continually increasing battery size to improve the range and performance of electric vehicles. Not only will the integration of these coolants reduce the electric car’s overall weight, but it will also improve its manoeuvrability and fuel efficiency, whilst reducing the amount of raw materials and resources required for mass production. Shell has announced that this architecture is compatible with future models intended for the general public. 

The value of this demonstrator thus shows that innovations in the electrification of the vehicle fleet do not always involve an ever-increasing use of materials (more cells, greater capacity or complex chemistry for energy storage) but that focusing on components such as fluids can play a major role in the development of electric cars in the near future.

ACEA, the European Automobile Manufacturers’ Association, has published the figures for new car registrations in Europe for the month of May and for the first five months of the year. The trend towards electrification is continuing, with one in five cars sold being electric. Whilst the established brands are holding their own, the rise of Chinese manufacturers is accelerating faster than expected.

Electric vehicles: a 30 per cent increase compared with 2025

Since the start of the year, the European car market has been steadily becoming more electrified. Over the first five months, the market share of electric cars rose to 20 per cent, an increase of more than 30 per cent compared with last year. In May, registrations of electric cars rose by 43 per cent across Europe. And if we include electrified cars (PHEVs and HEVs), they now account for 7 out of every 10 new registrations. In the wake of the geopolitical crisis in Iran, petrol and diesel models are becoming increasingly rare. In France, for example, petrol vehicles have fallen by nearly 37 per cent since January.

Market share is eroding for the established manufacturers

Month after month, the energy transition therefore appears to be shifting towards electric vehicles, in a continental market that is showing signs of recovery (sales up 4% since January, representing more than 4.7 million units sold). Among the manufacturers benefiting from this shift in consumer behaviour since the start of the year are: 

• Volkswagen Group: 1.27 million units sold, representing a 26 per cent market share. Škoda and Audi are performing well, in contrast to Porsche, which has seen a 16 per cent decline.
• Stellantis: nearly 800,000 registrations, representing a market share of nearly 17 per cent, driven by Fiat (+30 per cent) and Opel (+19 per cent), the two brands with the widest range of electric vehicles.
• Renault Group: 490,000 registrations, representing a market share that has fallen from 11% to 10.2% since January. Of particular note is Alpine’s strong performance (+15%)
• Toyota Group: 336,000 sales, down 2%

Chinese manufacturers already hold a 10 per cent share of the market

Overall, European car manufacturers are stagnating or retreating to their domestic markets, whilst Chinese brands continue their remarkable growth. Collectively, they have already exceeded a 10 per cent market share in Europe – a figure that has been reached earlier than experts had predicted.

Starting with SAIC Motor (MG), which has surpassed the 100,000-unit sales mark (+12%), whilst the Geely Group (Volvo, Polestar, Lotus, Geely, etc.) is the leading Chinese group in terms of sales volume in Europe: more than 124,000 models sold since the start of the year.

The giant BYD, which is currently pursuing a very aggressive sales strategy, has registered nearly 100,000 cars since last January, a staggering 160 per cent increase that gives the group a 2 per cent market share, despite European customs duties and the lack of incentives for vehicles manufactured outside the EU.

Chery is soaring

Chery’s growth is also soaring following the commercial launch of the Jaecoo-Omoda brands: over 65,000 registrations (a 265 per cent increase, which is hardly surprising given the very low baseline figures). Leapmotor, a partner of Stellantis, is capitalising on the reach of the Italian-French-American network in Europe to make progress too, despite selling fewer than 38,000 cars.

By contrast, among the biggest losers in this surge in electric vehicle sales were Ford (-21.3%), Nissan (-7%) and Hyundai (-2.7%).

A worrying breakthrough? 

Should these results be interpreted as the start of a ‘tsunami’ of Chinese cars – which are cheaper, more technologically advanced and better equipped – at the risk of undermining established European brands? Some representatives of the European Commission also point out that the strength of China’s electric vehicle range is complemented by high-performance hybrid and plug-in hybrid models that are exempt from tax, such as BYD’s DM-i system. With these PHEVs, manufacturers are thus circumventing the import duties imposed on electric vehicles. 

How will Europe respond?

Should these so-called ‘super-hybrid’ technologies therefore be taxed before they enter the EU? Whilst a highly political debate is getting underway (which will not necessarily result in new penalties), another factor is coming into play in the Europe-China trade standoff: the fate of European factories currently operating below production capacity. Several Asian manufacturers have recently expressed an interest in having their models manufactured at the least utilised sites, or even in buying them as turnkey operations and maintaining local jobs. These are all factors to be weighed up against the backdrop of this energy transition, which is gaining momentum month by month and reshuffling the cards for an entire industry.

Since its launch in 2022, the Mégane e-Tech has enjoyed a promising start, followed by a dip in sales due to very aggressive competition. Renault is therefore giving its saloon a mid-life facelift: a sportier design, improved connectivity and a slightly longer range (500 km WLTP) thanks to a new LFP battery. Can the compact saloon win over electric car drivers once again?

An essential facelift 

When it was first launched in 2022, the Mégane e-Tech served as a technological showcase for Renault as it truly entered the modern electric era. This repositioning was necessary given that the ‘pioneering’ Zoé was becoming outdated. The compact electric saloon was therefore built on a brand-new dedicated platform (CMF-EV), featuring an original design and a Google OpenR Link multimedia system, which was highly praised for its ease of navigation and use. As a result, sales took off rapidly (with Renault attracting 50 per cent of customers from other brands, some of whom even came from the premium segment): over 47,000 units were sold in Europe in 2023. But this success story saw a marked slowdown from 2024 onwards with the arrival of competitors such as the VW ID.3, Kia EV3 and Chinese models like the MG4, which offered the best value for money in the category. At the same time, Tesla has cut the price of its Model 3. The Mégane e-Tech therefore needed a facelift to stay in the game.

New look

That said, don’t expect any major revolution from this mid-life facelift, which focuses primarily on the car’s appearance. The front end has been completely redesigned (apart from the headlights) with a more dynamic design and a light signature consisting of small diamond shapes in a chequerboard pattern, replacing the side air intakes. The closed, gloss-black grille is also adorned with diamonds, as on the Rafale SUV, the brand’s new identity. At the rear, the horizontal strip incorporates 3D elements, whilst the wide diffuser lends a touch of sportiness. It is worth noting that a new battery housed in the floor does not alter the Mégane’s wheelbase (2.69 m) but does raise its sill height slightly by 20 mm.

An increase of 30 km in range

On the other hand, there have been significant technical improvements. Admittedly, the powertrain remains the same as in the previous generation: a rare-earth-free wound-rotor synchronous motor producing 220 ch and 300 Nm of torque. It is powered by a new, higher-capacity battery: 67 kWh, which delivers a WLTP range of up to 500 km – 30 km more than before. Renault has therefore moved away from NMC chemistry in favour of this LFP (lithium iron phosphate) battery, which utilises a cell-to-pack (C2P) architecture featuring 232 closely packed pouch cells – a world first. This technology enables a pack fill rate of 53 per cent, with improved energy density and greater usable capacity. When charging, the maximum permitted power is 165 kW (+35 kW), with a 25 per cent reduction in charging time from 15 per cent to 80 per cent (approximately 24 minutes). The previous 60 kWh battery, which was insufficient and had lower energy density, no longer met current standards.

AI-powered driver assistance system

Inside, the Mégane e-Tech retains the same dashboard, dominated by the OpenR Link system with integrated Google. Google Assistant will soon be replaced by Google Gemini, the AI-powered conversational agent. Over a hundred apps are now available via Google Play. In terms of driver assistance features, Renault has incorporated a camera to monitor the driver’s gaze (mounted on the B-pillar): this technology also recognises the driver via facial recognition and adapts individual preferences (driving position, temperature, preferred driving mode) as soon as they enter the vehicle. For smartphone charging, the wireless charger now supports the ‘Qi2’ standard (or ‘MagSafe’ on iPhones). Thanks to a magnetic ring, charging power is boosted (50% battery charge regained in 1 hour without overheating). Interior space remains unchanged, though a few new fabric upholstery options for the seats are expected in the top-of-the-range Esprit Alpine versions.

Simplified range

To make things clearer for the public, Renault offers the Mégane e-Tech in two trim levels: Techno, the true core of the range, featuring the 12-inch OpenR dual-screen display with integrated Google, a heat pump and battery pre-conditioning. And a more upmarket Esprit Alpine version with 20-inch alloy wheels as standard (compared to 19-inch on the Techno), more prestigious design features, heated and massaging electric seats, and a Harman Kardon audio system. Regardless of the trim level, the motor-battery combination is identical: 220 ch and 67 kWh capacity.

Competitive rates?

These mid-life updates should reignite public interest in the Mégane e-Tech, whose dynamic capabilities and driving pleasure have never been in doubt. However, Renault’s model has quickly faced stiff competition (from Tesla, VW, Kia-Hyundai, MG, BYD and others), whose entry-level prices were more competitive. The diamond-badged brand has not yet revealed the prices for this new Mégane, but they will need to remain competitive. All the more so as rival models are set to multiply in the coming months. The current Mégane e-Tech starts at €39,500. Although it has not been a commercial smash hit – compared with the more iconic and endearing R5 e-Tech – this electric Mégane will go down in Renault’s history as the car that ushered the brand into the modern electric era.

Focusing on electric vehicles to transform everyday habits is the communication strategy adopted by the government to win over potential future electric vehicle users, through a national campaign launching at the end of June (running until September). The slogan is clear: ‘Electric is fantastic!’. The main tool made available to the general public is a portal providing practical information to estimate the cost of social leasing, find a charging point or even compare and choose their future EV.  

The website “electrifions-la-france.gouv.fr“

The government is stepping up its efforts to promote the benefits of electric mobility, which is the key solution to today’s economic and environmental challenges. Ahead of the launch of the third ‘social leasing’ scheme on 16 July, followed by the introduction of the EV purchase grant for ‘frequent drivers’ in early September, a major national communication campaign is now getting underway. The main tool is the website “electrifions-la-france.gouv.fr”, which is designed to answer the practical questions asked by motorists who are considering switching to an electric car.

Whilst the tagline is meant to be enthusiastic and simplistic – “Electric is fantastic!” – the answers provided on this portal are designed to inform you and help you understand, if not to reassure you. Quick navigation.

Key figures

“Simpler than you might think, an electric car is quiet and economical to run,” the website begins by stating, emphasising that 95 per cent of the electricity generated in France is carbon-free. The government highlights some striking figures: “Charging your car at home costs only around 12 euros, or less than around 3 euros per 100 km.” This shows that charging an electric car is currently much cheaper than filling up with petrol. The benefits seem immediate for both households and businesses.

Even the most sceptical should find answers to their concerns here. Amongst other things, we find: a median home-to-work distance of 16 km; 8 years or 160,000 km for the statutory warranty on batteries; and €1,500 for the average cost of installing a home charging point (including fitting)…

Simulators galore

As well as these very practical Q&As, the government’s information website offers simulators to assess your eligibility for social leasing (based on your reference taxable income) or to work out how long it takes to charge your EV on a daily basis. One of the most innovative simulators is the tool that helps you compare and choose your future electric car. 

Based on your daily usage, where you live (in town or the countryside), and the number of kilometres you travel in town, on country roads and on motorways, the calculator will tell you whether any purchase incentives are available (depending on your income) and then suggest the electric model(s) that might suit you. 

This standard profile of the ideal car is set out in a detailed information sheet that includes all the details relating to potential savings. For example, for a two-person household, a Peugeot e-3008 priced at €44,990 (excluding discounts) would cost over a four-year period: €1,395 per year for insurance, €423 for annual maintenance, amounting to a total cost of over €8,500 per year (including energy costs, financing and depreciation).

Chinese women are missing from the ‘ideal cars’

It should be noted that this list of ‘ideal cars’ does not include any Chinese models (for which Europe imposes a tax on battery production), which somewhat skews any possible comparisons on the current market, particularly as models imported from China are often the cheapest, and therefore more attractive. 

It also remains to be seen to what extent this website will be updated regularly, as prices and price changes are constantly fluctuating, depending on current legislation or manufacturers’ policies.

Road map of charging points

Another concern for electric car users is the ease of charging quickly and anywhere. The government has therefore confirmed that 100 per cent of motorway service areas are equipped with fast-charging points and has pledged to provide 22,000 charging points for light vehicles at motorway service areas by 2035. A dynamic road map allows users to locate charging points throughout France, enabling them to plan ahead for a long journey, for example. Currently, 200,000 public charging points cover the country (and this figure is set to double within four years).

Supporting the transition to electric vehicles

To raise awareness of this practical information site, media coverage and content on digital platforms will be shared throughout the summer. There will even be adverts on the Le Bon Coin classifieds website to help visitors make their decision at the point of purchase. The aim of this highly informative portal is to support and help make electrification an essential standard of consumption, reduce greenhouse gas emissions and strengthen energy independence through electricity generated in France. Spending a few moments browsing the site can certainly provide food for thought.

Electric vehicles are becoming the norm for the government’s vehicle fleet

As well as encouraging households and businesses to switch to electric vehicles, the government has just confirmed the phasing out of internal combustion engines from government vehicle fleets. With the exception of emergency, response or specialised vehicles, all government vehicles will be electric from 1 January 2027. Electric vehicles will thus become the norm for all light and commercial vehicles – whether purchased new, second-hand or under a long-term lease – for frontline staff as well as prefects and ministers.

Although sales of the Italian brand remain very low, the facelift for Maserati’s three models includes the all-electric ‘Folgore’ variants. The Grecale SUV, the GranTurismo and the GranCabrio still deliver the same power outputs but now offer greater range. Could this be enough to revive interest in these cars, whilst we await the arrival of a V6 hybrid and the possible expansion of the range through a partnership?

Maserati in a sales slump

A paradoxical situation. Maserati’s range is, to say the least, appealing, but its cars are not selling well enough. Around 11,000 cars were sold in 2024, a 50 per cent drop on the previous year. This figure is insufficient for the Stellantis Group, which is reviewing its strategy, cutting back on investment and exploring new partnerships to save the Trident brand, though it is by no means abandoning electric vehicles.

The main indicator of this commercial crisis is the 100% electric Folgore range (which means ‘lightning’ in Italian). The premium brand was among the most ambitious in electrifying its flagship models, but customers have not followed suit, either in Europe or in the United States. Three Folgore models remain in the range: the Grecale SUV, the GranTurismo GT saloon and its convertible counterpart, the GranCabrio. However, the all-electric MC20 supercar has been cancelled for 2025 due to a lack of buyer interest.

Mid-career revamp

Today, Maserati is unveiling a facelift for its Folgore models (which are still powered by powerful petrol engines). These aesthetic updates mainly concern the front end, which now features a more angular design, with a redesigned bumper and side air intakes that appear to blend into the grille. At the rear of the GranTurismo and GranCabrio, there are few changes apart from the removal of the black trim strip.

Inside, the steering wheel on each model now features a flat-bottomed design, giving it a sportier look, whilst physical controls have been introduced amongst the screens on the centre console, improving ergonomics. The paddles behind the steering wheel now allow the driver to switch between forward and reverse gear, for example when manoeuvring into a parking space.

Electric motor ‘in standby mode’

Technically, the Grecale Folgore still delivers 550 ch, powered by three electric motors, the front one of which goes into standby mode when it is not required for traction. This helps to save energy, even though the WLTP range remains unchanged at 580 km. However, improvements to the management software have reduced the discrepancy with the range actually achieved in real-world use. The 105 kWh battery remains unchanged.

Longer battery life

The GranTurismo and the GranCabrio convertible retain their engines, which deliver 760 ch, and an 800 V, 92.5 kWh battery, but electronic optimisation has extended their range. The GT’s range has thus increased from 450 to 540 km (WLTP), whilst the GC’s range has increased by 61 km (from 447 to 508 km WLTP). Deliveries are due to begin in September.

Towards a hybrid V6?

These mid-life updates could therefore boost sales of these electric Maseratis, and whilst the brand has abandoned the idea of going fully electric by 2030, it is primarily planning to develop a conventional hybrid version of its V6 Nettuno engine. This engine, praised for its sound, would comply with the new European standards and help win over customers of these luxury models, who remain attached to the driving experience offered by internal combustion engines.

With this in mind, the brand is developing (with a partner?) two new E-segment models, which will be built on a multi-energy platform. This is because Stellantis now advocates ‘freedom of choice’ rather than forced electrification. It is a matter of survival in the face of an ever-increasing number of competitors.

Despite its essential role in everyday life, the car is increasingly seen as a financial burden: it accounts for more than €330 of European households’ monthly budget. According to a recent study carried out in seven EU countries, 80 per cent of those surveyed now regard the car as a luxury item, yet one that is essential for getting around freely. Rising fuel prices are contributing to this situation. For many, therefore, now is the time to make the switch to electric vehicles, starting with reconditioned second-hand models. 

Cars: the new luxury item

The European survey commissioned by the French car broker Aramisauto and carried out by the polling organisation OpinionWay confirms the trend observed in recent years: cars are becoming increasingly unaffordable for households, despite their need for mobility. This major paradox stems from a simple question: how can we encourage the transition in the automotive sector (towards electric vehicles in particular) in the current economic climate (fuel prices, geopolitical instability, the end of the internal combustion engine, etc.)? Without exception, 80 per cent of respondents in France, Belgium, Italy, Spain, Austria, Germany and elsewhere state that owning a car is becoming a luxury, yet 88 per cent need one to get around every day.

An ageing vehicle fleet

Above all, this situation is leading to growing uncertainty amongst consumers when it comes to buying a new car. New or second-hand? Petrol, hybrid or electric? Wait and see, or seize an opportunity? Concerns over fuel prices are a key factor: 60 per cent of French people intend to switch to electric or hybrid vehicles. But many are facing financial constraints and are putting off their decision. As a result, the French car fleet is ageing: the average age is 11.5 years. Whilst the government is encouraging vehicle replacement to speed up the transition to electric vehicles, drivers are keeping their cars for longer, particularly due to the rise in new car prices (up 24 per cent on average across Europe between 2020 and 2024).

Budget: the number one criterion

The average monthly expenditure on a car is €283 for a French person and €335 on average for Europeans. Three out of four motorists have already cut back on non-essential journeys, and nearly half have postponed replacing their car. In fact, the decision to buy or replace a car depends first and foremost (and by a long way) on its price, ahead of fuel economy and reliability. Factors such as brand image, design and technology take a back seat. Motorists are making more rational choices, but are not, however, opposed to stricter regulations.

Thus, 61 per cent of Europeans (56 per cent of French respondents) are in favour of banning the sale of combustion-engine vehicles in Europe by 2035. But this shift must not be imposed at any cost. For many, the energy transition will initially involve buying a second-hand car rather than a new one.

Sales of second-hand EVs are rising sharply

In recent years, the range of second-hand EVs on sale has been growing on platforms such as Aramisauto. Sales figures reflect this trend: a 195 per cent increase in just four years. In 2023, only 4 per cent of used cars sold by this leading French website were electric; by mid-2026, they accounted for 12 per cent. Across all engine types, the average price of the most sought-after used cars is €20,180.

Refurbishment: a new mark of trust

Against this backdrop, motorists are turning to reconditioned models. These are second-hand cars that have undergone a thorough inspection and a 200-point workshop check (170-point check for an EV) before being put back on the market, often with a one-year warranty. A positive sign is that only 2–3 per cent of the models selected at the outset fail these technical checks and are withdrawn from the market. Currently, 12 per cent of reconditioned cars are electric, with particular attention paid to the battery’s state of health (SoH), which accounts for a third of the vehicle’s value. “Motorists want to continue getting around with greater transparency regarding price, the vehicle’s condition, financing and maintenance. This is precisely what the reconditioned used car market should achieve: making car buying clearer, more reliable and more accessible,” explains Romain Boscher, Managing Director of Aramisauto. This reconditioning solution is gaining momentum. Three-quarters of drivers are aware of it and are attracted by the significant price difference: a reconditioned vehicle costs 40 per cent less than a new model that is one year old.

With sales of its flagship electric model on the decline, Porsche is updating the Taycan for its 2027 model year. The sports saloon now boasts a range of up to 700 km, features a virtual ‘gear-changing’ system and a new, more immersive sound. With more refinements than major technological overhauls, the aim is to reposition the Taycan as a car that meets the expectations of Porsche’s loyal customers: to deliver an emotional driving experience. This is a strategy that has become essential in the face of increased competition.  

The Taycan makes a comeback

Following a successful market launch between 2020 and 2023, the Porsche Taycan is going through a difficult period. Global sales totalled just 16,300 units in 2025, compared with 84,000 Macans or 50,000 911 coupés. This decline can be explained by the fact that buyers of this type of luxury saloon remain loyal to internal combustion or hybrid engines, which offer a more engaging driving experience and remain practical for long-distance travel. To compensate for these shortcomings, Porsche promises a more immersive driving experience in the 2027 Taycan. However, the changes are more strategic than technical.

Virtual ‘gear changes’

The main new feature (already fitted as standard on the Turbo GT, the top-of-the-range model) is the introduction of an ‘e-shift’ option across the entire Taycan range. The electric sports car artificially recreates the sensation of gear changes, which are much appreciated in combustion-engine models. Put simply, the car simulates up to eight gear ratios; the driver can use the paddles on the Sport GT steering wheel and will feel slight jerks thanks to electronic control: engine braking when downshifting and a virtual rev limiter enhance this immersive experience. To enhance the auditory experience, Porsche has paired this ‘e-shift’ with a new interpretation of the Electric Sport Sound. The sound emitted both inside and outside the car varies according to the charge level and virtual engine speed. The driver can also view a rev counter and a gear indicator displayed on the digital instrument cluster.

Performance Pack 

Still regarded as the benchmark for high-performance electric saloons, the Taycan will be able to showcase its dynamic capabilities thanks to the arrival of the Manthey kit, designed specifically for electric vehicles. The German tuning firm, which already equips numerous variants of the 911 GT and GT RS, has developed a bespoke kit comprising aerodynamic modifications, chassis optimisations and engine tuning to enhance track performance. The recent record set on the Nürburgring’s Nordschleife (6’55’’533, a record for high-performance EVs) attests to the benefits of this kit, which can be fitted as standard at the factory, but only on the most extreme version of the Taycan: the Turbo GT fitted with the Weissach package. 

The symbolic 700 km WLTP mark

Another key factor in winning over potential customers is efficiency. The symbolic 700 km WLTP range mark has been reached. Whilst Porsche has not made any changes to the Performance Plus battery (the one with the highest capacity) or the motor, it has fitted tyres with very low rolling resistance, which add an extra 20 km to the range on a single charge. These 20-inch ‘summer’ tyres are designed for long journeys and are available on the rear-wheel-drive versions of the Taycan saloon and Sport Turismo.

Faced with competition from Asian models, which are highly advanced in terms of software, Porsche has also modernised its multimedia system, making it faster (with five times the computing power) and more intuitive; it is operated just like a smartphone, with simplified graphics and an enhanced digital ecosystem. The voice assistant incorporates artificial intelligence to streamline internet searches and locate points of interest… The charging flap can now be opened by voice command. The wireless smartphone charging pads deliver up to 25W of power.

Catching up with Chinese competitors

This major update therefore feels more like a necessary step up in class than a complete overhaul of the electric model, whose dynamic handling remains among the most effective and high-performing on the market. But we must save the Taycan and enable it to deliver that quintessential Porsche driving experience. Whilst it dominated the premium electric car segment at its launch, there are now numerous competitors that are more technologically advanced and cheaper, such as the Xiaomi SU7, which delivers impressive performance at a price well below that of a Taycan, whose starting price is €106,500.

Public charging for electric vehicles is characterised by a high degree of price opacity and sometimes considerable price differences – of up to 190 per cent – depending on the payment method chosen or the location of the charging point. The CLCV, which has conducted an in-depth two-year investigation into these pricing data across the whole of the country, is calling in particular for greater price transparency and standardised information for customers

A difference of up to 190 per cent depending on the payment method 

Over a two-year period, the CLCV (Consumer Affairs, Housing and Living Environment) studied the tariffs set for more than 200,000 charging points across France. This extensive study shows that the cost of charging at a publicly accessible charging point depends heavily on the method of access and payment used. For example, for the same three-phase AC charge, a motorist may pay as little as €0.36 per kilowatt-hour (kWh) via direct access (known as ‘ad hoc’), whilst some mobility operators charge up to €1.033/kWh. This difference can be as high as 190 per cent.

The consumer protection organisation highlights a kind of ‘price lottery’, in which the choice of access method becomes the determining factor in the amount of the bill. In the Nord region, for example, the average difference is 45 per cent. Two motorists charging at the same charging point at the same time will be charged very differently depending on whether they pay directly by bank card or use a specific operator’s app or badge.

Prices have risen by 30 to 40 per cent in two years

Between 2024 and 2026, some direct-access top-ups saw price rises of up to 30 per cent, whilst certain packages marketed by mobility operators rose by nearly 40 per cent. These increases are linked to infrastructure roll-out: grid connection, roadworks, maintenance, etc. The more players there are in the value chain, the more pricing strategies fluctuate.

Significant inequalities across different regions

Another finding of this study is that price differences appear to be very marked at a local level. Within the same department and for the same charging network, price differences exceed 100 per cent and can reach over 200 per cent between the cheapest and most expensive charging points. Take the Alpes-Maritimes, for example, where prices at 22 kW charging points operated by the same provider range from €0.328 to €1.162 per kWh – a difference of 255 per cent. The same is true in the Hauts-de-Seine department, where rates range from €0.270 to €0.960 per kWh for another network. This exacerbates inequalities in access to affordable charging.

Complex billing for users

Faced with these unpredictable price levels, not only are users clearly at a disadvantage, but the billing methods are also complex, according to the CLCV. Depending on the network, charging may be billed per kWh, per minute or as a flat rate per session. Not to mention additional charges such as connection fees, parking charges or roaming charges. All these factors prevent any meaningful comparison between offers and undermine consumers’ ability to make informed choices.
This contrasts with the fuel market, where prices are legally displayed in a standardised manner, allowing for comparison between petrol stations.

Towards a simplification of the fee structures?

The CLCV is therefore calling on the public authorities and stakeholders in this sector to improve the transparency of public charging prices. The rules on price information must be more harmonised and better enforced, particularly for charging points with a capacity of less than 50 kW, which make up the bulk of the publicly accessible network.

The methods of payment for charging must also remain simple and universally accepted, such as a bank card, to reduce reliance on dedicated apps or badges. The association is also calling for a simplification of pricing structures, with the price per kWh clearly displayed as the main reference point. If necessary, a public charging price monitoring body should be set up to prevent any abuse.

As the vehicle fleet continues to become increasingly electric, transparency and clarity regarding public charging prices are a key challenge in encouraging public uptake and the energy transition.

Faced with declining sales and as the shift to electric vehicles reduces traditional sources of revenue (servicing and mechanical parts), car manufacturers are diversifying their activities. Toyota and Hyundai are investing in robotics, Tesla is focusing on energy storage and artificial intelligence, whilst the Renault Group is expanding its range of support services for public sector organisations and the armed forces. Examples include the Twingo cleveR and the Rafale 4 TROOP, concepts designed for very specific missions

A smart Twingo

A few months ago, the 4L Vision Rescue caused quite a stir on the sidelines of the commercial launch of the R4 E-Tech. Developed in collaboration with the fire service, it served as a technological showcase for Renault, acting as an advanced rescue post to improve the efficiency of emergency response, featuring artificial intelligence and reconnaissance drones. Today, Renault is unveiling the electric Twingo “cleveR insights”, designed for local authorities. This is a city car dedicated to the collection and analysis of urban data, developed with Software République (Atos, Thales, Dassault Systems, STMicroelectronics), a European collaborative ecosystem for safe and sustainable mobility.

Mobile laboratory

Much like the ‘Google Cars’ that map our roads, the Twingo cleveR works in a similar way. Designed as a mobile laboratory, it must be able to identify road surface damage, measure noise and pollution levels, and assess certain environmental indicators such as drought levels. The aim is to provide information to local authorities (town halls, communities of municipalities, metropolitan areas, etc.) and enable them to make faster and more accurate decisions regarding infrastructure management, whilst optimising the service provided to the public.

Special interior

Sensors, cameras and equipment utilising artificial intelligence, augmented vision, predictive analytics and environmental simulation are fitted to the roof and in the boot of this electric Twingo. For example, the vehicle will be able to recognise an unusual pile of rubbish at the side of the road and deduce that it is fly-tipping, and then alert the waste collection services more quickly.

Apart from a row of tech modules mounted on the roof, there is nothing to distinguish this white ‘cleveR insights’ Twingo. The interior is more distinctive: the dashboard and trim are unique, featuring silver accents and a few touches of blue to give the whole a modern feel. This concept is not currently intended for mass production; it is a full-scale demonstrator.

Military: Renault Rafale and Trafic 4 TROOP

Among Renault’s other diversification initiatives, its defence division could see further growth depending on the current geopolitical climate. At the Eurosatory exhibition, dedicated to defence and security, Renault unveiled a project aimed at the armed forces. Specifically, two vehicles from the current range, modified and equipped with cutting-edge technology supplied by Thales (drones, sensors, AI-enhanced tools). The Rafale SUV in a hybrid four-wheel-drive version and the Trafic 4 TROOP utility vehicle, both repainted in ‘matt brown’ camouflage and fitted with all-terrain tyres. The Rafale is presented as a multi-role vehicle tailored to the needs of ground forces. Its headlights are protected by a grille, whilst the Trafic’s cargo area houses reconnaissance drones. Roof racks carry military equipment, transforming them into mobile intervention and surveillance platforms.

Tactical vehicles

These two tactical vehicles are part of the 4 TROOP programme and are designed to assist with decision-making, coordinate operations on the ground, provide logistical support and monitor sensitive areas. Electrifying the Rafale would enable other equipment in the field to be powered via its Vehicle-to-Load (V2L) system. Renault is drawing on its operational platforms and industrial capacity to offer agile solutions that can be deployed rapidly.

With these three concepts, Renault is demonstrating that its expertise extends far beyond the consumer market. From smart mobility to technological solutions for the military, the French manufacturer is exploring new avenues that combine connectivity, data analytics and artificial intelligence.

Diversification: a long-term trend

Given the many technologies being developed alongside the electrification of vehicles, it is therefore no surprise to see Renault seeking to diversify. In the military sector, in Germany, Volkswagen could convert certain underused factories into defence manufacturing sites; the same applies to Mercedes, which has been approached by a German defence contractor to produce specialist vehicles. More broadly, the development of AI, battery, sensor and software technologies will generate revenue outside the automotive sector. With sales declining and the growing presence of Chinese brands in the EV market, there is no doubt that the strategies of traditional manufacturers will evolve significantly in the coming years.