Category: News

In the second quarter of 2025, Tesla saw several of its financial indicators fall: sales down 12%, net profit down 16% and free cash flow in freefall… While the company remains financially solid, it is facing increasingly fierce competition, particularly in Europe and Asia, but above all it is confronted with the loss of momentum of its flagship models. The first six months of the year confirm the trend: overall deliveries are down 13% on 2024…

Figures down, solidity preserved

Over the last three months (April to June), Tesla posted sales of $22.5 billion, down 12% on the second quarter of 2024. Net profit, meanwhile, followed the same downward slope, falling by 16% to $1.17 billion. The operating margin fell to 4.1%, compared with over 6% a year earlier.

More worryingly, free cash flow plunged 89% in one year, to just $146 million. This means that, despite its significant sales and investments, the company is creating little new cash over this period. However, with almost $37 billion in available cash, Tesla has a solid financial reserve to see it through this difficult phase. This kitty enables it to continue investing and operating without any immediate constraints, even if the results for a given period are poor…

Deliveries down, model in question

Tesla delivered 384,122 vehicles in the second quarter, around 14% more than in the first quarter, but down 13% on the same period in 2024. Models 3 and Y still account for the overwhelming majority of sales (almost 95%), reflecting the lack of diversity in the range at a time when the competition is stepping up the number of vehicle launches.

Over the first half of the year as a whole, Tesla sold 720,803 vehicles, compared with 830,766 over the same period last year. This represents a fall of 13.2% over one year, which is having a serious impact, particularly in Europe, where registrations are plummeting in the face of the meteoric rise of Asian rivals such as BYD. Market share is eroding, particularly in France, where deliveries were down by almost 40% in the second quarter compared with the same period last year… The slowdown in sales may also be explained by a price war unleashed by Tesla itself, which is squeezing its margins to stimulate demand.

In addition, revenues from carbon credits were halved in one year (from $890 million to $439 million), which must have had a major impact on their cash flow (or free cash flow).

An accepted but risky transition

Faced with these results, Elon Musk speaks of a “transition period”, assuming several difficult quarters before a rebound expected in the second half of 2026. The stakes are high: Tesla will have to stabilise its deliveries, preserve its cash flow, and successfully make the shift to more varied models, while defending its technological leadership in a market that has become ultra-competitive.

In concrete terms, even though Tesla will need to return to more robust results in the medium term to ensure its growth and preserve its cash position, the company has a piggy bank that is colossal enough to afford this kind of slippage. However, this trend must be reversed in the long term, or risk seeing the American company’s reserves melt away.

Honda officially presented the N-ONE e, a 100% electric version of its minicar, at a press conference in Japan on 29 July. This model, which comes from the “kei car” segment, is intended for urban use and marks a new stage in the manufacturer’s electrification strategy.

A range of over 270 kilometres

According to data published by Honda, the N-ONE e has a range in excess of 270 kilometres according to the WLTP cycle. It is based on the technical platform of the N-Van e, from which it takes its powertrain. The engine develops 47 kW (64 bhp) and 162 Nm of torque, which corresponds to the legal limits for kei cars in Japan.

Fast charging is provided via a 50 kW DC port, enabling the battery to go from 10% to 80% in around 30 minutes. Honda has not yet released details of AC charging or the exact capacity of the battery, although it is estimated to be around 30 kWh due to its similarity to the N-Van e.

Integrated V2L function

The N-ONE e could also feature a Vehicle-to-Load (V2L) function, enabling external electrical devices to be powered via a special adapter. This feature is available on other Honda models, but has not yet been officially confirmed for the N-ONE e.

Streamlined interior design

Inside, the city car features a minimalist dashboard with a horizontal layout. Depending on the version, it may not have a central screen, but a version with a 9-inch touchscreen compatible with the Honda Connect system will certainly be offered. The main controls are provided by physical buttons and a touch-sensitive gear selector. The rear bench seat can be folded in two (50/50) to maximise cargo space.

Marketing and outlook

The N-ONE e will go on sale in Japan in autumn 2025, following a pre-order phase which opened in August. The manufacturer has not yet announced an official price for the domestic market, nor confirmed the foreign markets targeted. However, Honda has announced that a European presentation is planned for the autumn, probably at the IAA in Munich.

The model could thus form part of the brand’s electric expansion strategy in Europe, although no definitive technical specifications or pricing details have been released for the continent.

Mercedes-Benz has officially announced that it plans to market an electric vehicle with a solid electrolyte battery by 2030. Markus Schäfer, head of development at Mercedes, made the official announcement on 16 July 2025.

A strategic partnership for the Mercedes solid state battery

This is a major step in the automotive industry’s energy transition, and a real technological challenge for Mercedes-Benz. But the German firm is not going it alone. It has joined forces with the American start-up Factorial Energy, a pioneer in the development of solid-state batteries. Together, the two companies hope to gain a head start in the “super-battery” race. And the advantages of this new technology are numerous: up to 25% more range than conventional lithium-ion batteries, which are now ubiquitous in electric vehicles.

Another major advantage: significant weight savings. A crucial point for the electric sports car industry, where every kilo counts. Less mass means more agility, more performance… and more efficiency.

When it comes to safety, solid batteries also score well. The absence of liquid electrolyte considerably reduces the risk of overheating or even fire. Last but not least, these batteries allow shorter recharging times because of their solidity and the fact that overheating is almost impossible at the moment. A decisive factor in the mass adoption of EVs.

A prototype based on the EQS electric saloon has already been on test since early 2025. In terms of range, Mercedes claims a theoretical range in excess of 1,000 kilometres.

With this announcement, Mercedes confirms its entry into the global race for the battery of tomorrow, alongside BMW and Stellantis, but above all in the face of a China that is already far ahead. Europe, for its part, is investing massively so as not to remain a spectator. Ultimately, this is where the real revolution in electro-mobility will come from: a lighter, safer, higher-performance battery…

Jaguar Land Rover (JLR) has officially announced the postponement of the launch of its top-of-the-range SUV. According to The Guardian, the electric Range Rover, originally planned for late 2025, will not be launched until 2026. The postponement of the Range Rover Electric reflects a strategy of prudence in the face of demand and market conditions.

A cautious strategy

The manufacturer recently informed its customers that the model would be launched at a later date. This postponement will allow the test phases to be extended and give demand time to recover. JLR is adopting a gradual approach, unlike other brands that are speeding up their electric transition.

According to sources close to the matter, quoted by The Guardian, other Jaguar electric models will experience similar delays. Jaguar’s first 100% electric vehicle, the Type 00, is due to go into production in August 2026. A second model is expected in December 2027.

Difficult trading environment

JLR’s decision comes at a time of economic and political uncertainty. The high tariffs imposed by the United States in recent months have had a major impact on the Group. As a result, JLR recorded a 15.1% fall in sales in the second quarter, due to the temporary suspension of exports to the US market.

This delay also allows JLR to continue selling its hybrid and combustion models, which remain more profitable. At the same time, the brand’s transition coincides with the start-up of the future battery gigafactory being built by Tata in Somerset, scheduled to come on stream at the end of 2027.

A target maintained for 2030

Despite these adjustments, JLR is reaffirming its ambition. The manufacturer wants to offer electric versions of all its brands by 2030. It says it wants to remain flexible and launch its models “at the right time”, according to market expectations.

The Delhi government has officially extended its policy on electric vehicles until 31 March 2026. The aim is to finalise a new, more ambitious version following public consultation.

An extension approved by the Delhi government

At a meeting chaired by Chief Minister Rekha Gupta, the Delhi government approved the extension of its EV policy. It will remain in force until 31 March 2026, or until a new policy is adopted, whichever comes first.

Extended public consultations prior to version 2.0

Transport Minister Pankaj Kumar Singh has said that this period will allow for extensive public consultations. Citizens, industry players, environmental experts, companies and institutions will be invited to contribute to the development of the future EV policy.

Recharging, subsidies, batteries: the main themes

Delhi’s future electric vehicle policy will focus on several key points:

• Development of EV recharging infrastructure,
• Revision of subsidies for two-wheelers, rickshaws and utility vehicles,
• Introduction of standards for the management of batteries and electronic waste.

Thermal two-wheelers soon to be banned

The draft policy includes two key measures:

• Ban on two-wheel petrol, diesel and CNG vehicles from 15 August 2026
• Electric autorickshaws to be available everywhere from August 2025

An ambitious but progressive vision

This extension marks Delhi’s determination to prepare a structured electric transition, involving all the stakeholders. The aim: a realistic EV policy that can be implemented over the long term, and that will benefit both the environment and the local economy.

The European Commission wants to ban the purchase of combustion-powered cars by rental companies from 2030. Germany, supported by the industry, considers this measure premature and inappropriate.

A European measure to speed up the electricity transition

The European Union plans to force rental and leasing companies and large fleets to buy only 100% electric vehicles from 2030. This initiative is in line with the ban on the sale of new combustion-powered cars planned for 2035. The aim is to force a more rapid electrification of the company car fleet, which currently accounts for almost 60% of new car registrations in Europe, according to the Bild newspaper.

Germany rejects decision as unrealistic

German Chancellor Friedrich Merz reacted strongly to the proposal. He believes it ” completely misses the common needs of Europe ” and warns of the consequences for the automotive industry. For Berlin, relying exclusively on electric vehicles at such an early date is risky, especially given the inequalities in access to charging points and the lack of technological maturity in some regions.

Rental professionals sound the alarm

Concern is growing among the companies affected. Nico Gabriel, a member of Sixt’s board of directors, warns that this measure could curb the use of hire cars, particularly by holidaymakers. He cites the higher cost of electric car hire and the difficulties of recharging outside major cities as major obstacles. Some major groups, such as BMW and Mercedes, even believe that the EU may have to review the 2035 deadline.

A debate still open in Brussels

The Commission’s proposal has not yet been officially tabled, but a text could be presented to the European Parliament by the end of the summer. In the meantime, the debate is likely to intensify between Member States. Germany, in the front line, is calling for greater technological flexibility and a more realistic timetable to avoid upsetting a market that is already under strain.

Hanoi, the capital of Vietnam, has received official orders to ban petrol-powered motorbikes and scooters from the city centre from July 2026. This measure, decided by Prime Minister Pham Minh Chinh in a directive published on 12 July 2025, is part of a national strategy to reduce urban pollution.

The ban will apply to the area within the perimeter of Ring Road 1, which runs through the heart of the city and includes the Old Quarter. It marks the first stage in a progressive plan to make the Vietnamese capital a low-emission city.

Towards an extension to all internal combustion vehicles by 2030

By 2028, restrictions will be extended to petrol cars in the areas defined by Ring Roads 1 and 2. Then, by 2030, all fossil-fuelled personal vehicles will be banned within Ring Road 3.

The government is requiring the city to finalise a Low Emission Zone (LEZ) plan by the end of 2025, including the modernisation of public transport, the extension of charging stations, and the gradual banning of polluting fuels. By 2030, the public transport network will have to link the main traffic arteries, densely populated areas and transit centres using electric buses and metro lines.

A transition supported by incentives and a strengthened framework

The city plans to introduce tax incentives for companies that produce or assemble electric vehicles. Thermal vehicles remaining in the zones concerned will be subject to higher registration and parking fees.

Other measures include a ban on single-use plastics in city-centre establishments from the end of 2025, and tougher environmental laws. Industrial facilities will have to be equipped with real-time monitoring sensors, and offenders will risk service cuts or financial penalties.

The transition plan also includes the development of a national air quality database, tighter controls and the use of intelligent technologies to monitor emissions. Local authorities will be held accountable for their implementation, and cases of corruption or obstruction of environmental standards will be investigated by the Ministry of Public Security.

Revealed at Kia EV Day in February 2025, the PV5 is not just another electric vehicle. With deliveries due to start at the end of 2025, it embodies Kia’s vision for the future of business mobility: more modular, more flexible and cleaner. Designed for corporate fleets, whether as a company vehicle or a simple van for logistics, but also for service operators and local authorities, the PV5 symbolises a major change in the way the general public thinks about commercial vehicles.

The PV5 is based on an e-GMP-S platform. Derived from the architecture used on the Ioniq 5 and EV6, this new platform has been optimised to accommodate a wide variety of body styles. The concept is simple: a single technical base, a fixed cabin and an interchangeable rear end. Depending on requirements, the vehicle can be transformed into a delivery van, a minibus, a refrigerated version, or even a van for people with reduced mobility. This unprecedented versatility allows companies to rethink the use of their vehicles, adapting them to each mission rather than buying multiple models. The PV5 then becomes much more than an electric van: it becomes a mobile solution with variable configuration.

A symbol of intelligent electric mobility

This choice of modularity is not just anecdotal… It responds to a growing demand for fleet rationalisation, in a context where costs need to be marginalised and the carbon footprint reduced. In the city, where low-emission zones are on the increase, the benefits of a 100% electric van are clear. By reducing dependence on several models, simplifying maintenance and optimising use, the PV5 enables fleet managers to make real savings, while respecting the environmental commitments of their companies or countries. With a claimed range of around 400 km, and a fast recharge rate designed to go from 10% to 80% in less than 30 minutes at a 150 kW charging point, the PV5 is an ideal vehicle for urban and suburban use.

Beyond the figures, it is its philosophy that marks a turning point. The PV5 does not seek to reproduce what already exists and transform it into an electric version: it seeks to anticipate changes in the sector. It embodies an electric mobility that is no longer just an alternative, but an opportunity to do things better, to do things more practically.

China has announced an ambitious national plan to deploy 100,000 ultra-fast charging stations by the end of 2027, to support the rapid growth of electromobility in the country. The programme, steered by the National Development and Reform Commission (NDRC), is the most ambitious reform of charging infrastructure ever undertaken by Beijing.

Open, fast, universal stations

Unlike fragmented or proprietary networks, these new stations will be compatible with all electric vehicles. The plan is to allow charging from 10% to 80% in less than 30 minutes for 800 V models.

Each terminal will be linked to local solar generation and stationary storage batteries. The aim is to relieve the strain on the national grid. Dynamic pricing will be introduced to encourage users to recharge at off-peak times.

An urgent need in the face of a gigantic electricity fleet

At the end of 2024, China had more than 31 million electric vehicles, but only 3.3 million public charging points, according to official figures. This imbalance is prompting Beijing to act quickly to avoid saturating the network.

The government is introducing a system of long-term leases (10 years) for operators and raising local bonds to finance the network. A concrete example can already be seen in Guiyang, where a station combines ultra-fast recharging, solar power and V2G (vehicle-to-grid) technology.

With this plan, China is not just catching up: it is laying the foundations for a global standard in intelligent, decentralised and sustainable recharging.

As the world of electric cars is often criticised for its reliability or its durability, the ADAC research institute has taken the initiative of carrying out various evaluations to assess the average durability of a classic electric city car. Few models have had the opportunity to prove their endurance over the very long term. So the Volkswagen ID.3 Pro S was subjected to a 160,000 kilometre reliability test. The result? A generally glowing verdict… but the ID.3 does have its limits…

An exemplary battery

This is the heart of the electric vehicle, and one of the most widely analysed and discussed criteria… The battery’s state of health (or SoH for State of Health). In order to maximise the veracity and reliability of this test, the 160,000 km were driven in driving conditions that were far from gentle: frequent 100% charges, regular use of the rapid recharge system, recharging without disconnecting the vehicle once 100% had been reached, journeys at altitude in sub-zero temperatures, etc. After being subjected to such abuse, the battery still showed 91% of its initial capacity (measured on several occasions by the BMS and confirmed by the independent laboratory Aviloo). Well above the 70% guaranteed by Volkswagen. Clearly, even when battered, the model’s battery is holding up well, even better than expected. A demonstration of electrical robustness that confirms the German manufacturer’s technological advances.

Reassuring performance in real use

On the road, in normal conditions, the VW ID.3 is consistent; its average range stabilises at around 400 km, dropping to 300 or 320 km in winter… To keep up with the pace, electricity consumption has fallen over the months, from 20 kWh/100 km to 18.3 kWh/100 km. Efficiency has therefore improved over time, thanks in particular to OTA software updates (available to anyone with an ID.3), which have enhanced the vehicle’s functionalities (“E-Route Planner” or intelligent GPS, better thermal management, rapid charging increased to 170 kW).

But if there’s one black spot identified during these 160,000 km, it’s, despite the update, the thermal management system, which can still be improved. The battery, for example, cannot be manually preheated before a quick recharge. As a result, in cold weather, the charging speed decreases, with no possibility of anticipation or user intervention. A software weakness that Volkswagen would be well advised to correct.

Overall reliability and minimum maintenance

As well as the battery, the chassis, suspension, steering and bodywork have held up well over time. The ID.3 shows no critical wear and tear after four years of sustained use. Only a few isolated faults have disrupted the journey: replacement of the GPS/eCall module – €525, a software bug affecting door opening, resolved by an OTA update, and a charging hatch repaired for €227.

When it comes to servicing, the budget remains under control, with a major overhaul costing around €427, plus €200 for the air conditioning system…

But in fact, this long-term analysis in real-life conditions proves Volkswagen right… The ID.3 is a solid, hard-wearing electric car, well designed for everyday use, even if it’s intensive. Its battery, in particular, is among the best on the market. The only fly in the ointment is the software ergonomics, which are still locked in place, sometimes hampering the user experience. A strong message, at a time when, more than ever, electric vehicles need to be convincing.