Category: News

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

SEAL U DM-i: the game-changing PHEV

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

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

A well-established electric range

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

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

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

2025: a pivotal year for BYD France

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

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

2026: Upmarket and technological acceleration

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

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

Hybrids as a gateway to electric vehicles

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

As the French automotive market continues its transition to electrification, OMODA & JAECOO, a subsidiary of the Chinese Chery group, have chosen to deploy a dense, structured network to support the commercial launch as effectively as possible. From spring 2026, 74 dealerships and approved repairers will be operational in France, with a clear ambition of 130 sales outlets by the end of the year.

A highly developed national network

OMODA & JAECOO have already made their mark throughout France. From major cities to strategic regional areas, everyone in France will have a brand new dealership nearby. For example, major French cities such as Paris, Lyon, Marseille, Lille, Toulouse, Bordeaux and Nantes will be set up alongside intermediate towns such as Bayonne, Niort, Quimper, Rodez and Mâcon, reflecting a clear determination to leave no territory behind.

Significantly, the network also includes the French overseas territories, with dealerships planned for Guadeloupe, Martinique, French Guiana and La Réunion – a rare choice for a brand in its launch phase.

The stated aim is clear: to guarantee, in the long term, a point of service within 45 minutes of each customer’s home.

Standardised dealerships focused on the customer experience

According to the Chinese brand’s press release, each point of sale will comply with uniform standards, with immersive showrooms of at least 200 m² and dedicated after-sales workshops. For the group, this is an approach designed to ensure a “consistent experience”, wherever the purchase is made, and to reassure customers who are still sometimes wary of new entrants.

“Our priority is to guarantee real proximity to our French customers, throughout the country. We’re not just looking for a geographical presence, but a relevant service”, says Antoine Roussel, OMODA & JAECOO France Sales and Network Development Director.

Well-identified distribution groups

According to the press release, the strength of this XXL roll-out in France will lie in the quality of the partners selected. OMODA & JAECOO are relying on distribution groups that are already well established, often multi-site and experienced, such as Autobernard, Deffeuille, DMD, Elypse, Faurie, Grim, Hecquet, Lempereur, LG, Loret, Nedey, Passion, Péricaud, PLD, Polmar, Porte Dauphine, Vauban, Rousseau, Scala Auto and Thivolle.

These are well-known names on the French automotive scene, guaranteeing stability, expertise and mastery of the aftersales market, particularly in business sales.

And on the financing side, to secure the launch, the brand has also entered into a partnership with CGI Finance, which is responsible for financing distributor stocks.

A 100% electrified range designed for Europe

In terms of products, OMODA & JAECOO are focusing on a fully electrified range, developed specifically for European use. OMODA’s crossovers offer comfort and technology, while JAECOO’s SUVs are more robust and versatile, equally at home in urban environments or off the beaten track.

Advanced driver assistance technologies, next-generation connectivity and a strong design are the pillars of this product offensive.

“The French market is a benchmark for high standards and innovation. We are convinced that our technological approach, our quality standards and our network will bring new value to French motorists”, explains Hanbang Yu, Managing Director of Chery France.

A long-awaited launch in spring 2026

The first dealerships are due to open in spring 2026, marking the official start of sales in France. With a target of 130 sales outlets by the end of 2026, OMODA & JAECOO aim to establish themselves rapidly as a credible new player on the French electrified car scene, focusing as much on the product as on the service.

At CES 2026 in Las Vegas, one of the most unexpected stands was not that of a traditional car manufacturer… but that of a Chinese manufacturer of hoovers and household robots: Dreame Technology. The group, known for its top-of-the-range household appliances, unveiled the Dreame Nebula Next 01, an ultra-vitamined electric concept car that is already causing a stir.

A chaotic start and designer revenge

The Next 01 adventure began in 2025, when Dreame announced its intention to create “the fastest car in the world”. At first, some people thought it was a PR stunt or a joke. But car enthusiasts were not at all convinced. Indeed, the first concept drawings circulating online bore an uncanny resemblance to a revisited Bugatti Chiron, leading to the brand being mocked and accused of shamelessly copying the iconic Molsheim design.

This bad patch is now a thing of the past. On the stand at CES 2026, Dreame showed a vehicle with a more assertive and original style: ultra-low lines, tapered headlamps, a metallic green body enhanced by large carbon fibre surfaces, a fixed rear spoiler and a double-stage rear diffuser, giving it the aggressive look of a true hypercar.

A specification sheet that turns heads

Although the Nebula Next 01 remains a concept car, the data published by Dreame are already spectacular. Four individual electric motors are integrated to produce a combined power of up to 1,399 kW, or just under 1,900 horsepower. All this means that Dreame’s technological jewel can reach 100 km/h in just 1.8 lunar seconds.

For the moment, no official figures for maximum speed or range have been released, and the interior has not been revealed. Dreame repeats that this is a concept, but that the technology could serve as the basis for future models destined for the market as early as 2027. So we’ll have to be patient.

World-class performance

Although these figures are theoretical at this stage, they place the Nebula Next 01 squarely in the category of the most extreme electric hypercars:

• The Xiaomi SU7 Ultra boasts a 0-100 km/h time of just 1.98 seconds and a claimed power output of over 1,350 kW.
• The BYD Yangwang U9, already a Chinese electric legend, holds speed records and often exceeds 1,300 bhp. To date, the world speed benchmark remains the record set by the U9 of over 490 km/h on the racetrack.
• Today, the Rimac Nevera remains the absolute benchmark among production electric vehicles, with 1,914 bhp, a 0 to 100 km/h time of 1.81 seconds and a top speed of over 412 km/h, setting numerous official records and serving as a benchmark for the industry.

On paper, this puts Dreame ahead of the Xiaomi SU7 Ultra and in the same league as the Yangwang U9 and Rimac Nevera.

Looking to Europe

Dreame’s ambitions don’t end with a spectacular appearance at CES. According to several specialist media, the brand has expressed its desire to target the European market, with plans for a factory in Europe, particularly in Germany, and significant investment to establish its Dreame Cars / Kosmera subsidiary on the Old Continent.

If these plans come to fruition, the Nebula Next 01 would not only be an impressive concept, but could become a symbol of the rise of Chinese technology in the ultra-premium segment, a sector long dominated by incumbent European manufacturers. It remains to be seen whether this paper performance will one day translate onto the road, but at CES 2026, the automotive world took note.

Isuzu, the century-old Japanese manufacturer best known for its robust commercial vehicles and heavy goods vehicles, is preparing to take a major step towards electrification. With 2026 shaping up to be a pivotal year, the company is rolling out an ambitious roadmap combining electric pick-ups, hydrogen buses and new EV development infrastructures, all in line with its low-carbon industrial strategy.

From internal combustion to electric: the D-Max EV leads the way

The first concrete milestone in this transformation is the arrival of the Isuzu D-Max EV, the 100% electric version of the famous D-Max pickup. Presented exclusively at the Commercial Vehicle Show 2025 in Birmingham, this model represents Isuzu’s first real entry into the production electric pickup segment.

Based on the proven and efficient D-Max chassis, the EV retains the robust attributes for which the D-Max is renowned, while adopting a 140 kW (190 hp) electric powertrain and 325 Nm of torque. It boasts a WLTP range of 263 km and a towing capacity of 3,500 kg, with a payload of one tonne, making it an operational, clean and uncompromising professional vehicle.

Production of this pickup began in 2025. While the first deliveries were expected from the end of last year for certain European markets, increased availability will not be operational until 2026.

Hydrogen-powered buses: Isuzu x Toyota, a strategic partnership

In another dimension of zero-emission mobility, Isuzu has been working for several years with Toyota and Hino Motors via the J-Bus joint venture to develop alternative solutions to battery-powered electric vehicles.

At the end of September 2025, Isuzu and Toyota announced the series launch of the new ERGA FCV fuel cell bus, based on the flat-floor electric bus platform already designed by Isuzu and produced by J-Bus. Production is scheduled to start in April 2026 at the J-Bus site in Utsunomiya, Japan.

This vehicle combines the EV platform of the existing electric version with a hydrogen system developed by Toyota, maintaining a flat floor while guaranteeing zero emissions.

This collaboration illustrates the desire of both manufacturers to multiply the routes to carbon neutrality, with hydrogen as a complement to a BEV range that has become traditional.

New EV infrastructure: Fujisawa, innovation at the heart of Isuzu

In addition to this drastic transition towards the intense electrification of its fleets, Isuzu is also working on its engineering and testing capabilities. Indeed, for the brand, 2026 is the year in which the Fujisawa site, dedicated to electric vehicles, will be extended and modernised.

The aim of the centre will be to accelerate the development of future EV systems, integrate software and hardware innovations, and strengthen in-house expertise on next-generation electrical architectures, preparing Isuzu for a broader EV offering by 2030.

A look back at 5 to 10 years of electrification at Isuzu

While 2026 marks a pivotal year for Isuzu, this turning point was not born yesterday. The Japanese brand’s progress in electromobility goes back several years, following a cautious but structured logic.

It all began in the first half of the 2010s with the exploration of lightweight hybrid and electrified solutions, aimed at reducing emissions from commercial vehicles and preparing fleets for increasingly stringent environmental standards.

The first real realization comes with the ERGA EV, a flat-floor city bus to be launched around 2024. This model symbolises Isuzu’s entry into the world of urban BEV buses. At the same time, the brand is developing an electric version of its emblematic N-Series, a light truck designed for commercial fleets.

Then comes 2026, with the mass production of the D-Max EV, Isuzu’s first mass-produced electric pickup, the production of its FCV buses, developed in collaboration with Toyota and J-Bus, and the expansion of the Fujisawa site.

This development is part of the ISUZU Transformation (IX) programme, which has set an ambitious target of integrating carbon-neutral vehicles in all categories by 2030, with a portfolio combining BEVs, FCVs and hybrids.

2026 appears to be the year when Isuzu moves from experimentation to a tangible, operational roadmap: a first robust electric pickup, hydrogen buses ready for series production, and a new generation of R&D infrastructures to support the brand’s next phase of transformation. It’s an electrified renaissance for a Japanese giant, and one that could well reshape the shape of business mobility in the years to come.

Stellantis has announced a major strategic change in its industrial organisation: the future replacement for the Citroën C4, currently produced at Madrid-Villaverde, will be assembled at the Kénitra plant in Morocco. This decision reflects the growing importance of the Moroccan site within the Group’s global ecosystem, and illustrates a rationale for optimising production costs while consolidating Stellantis’ offering in the popular compact SUV segments.

Kénitra: a factory reinventing itself as a major industrial hub

The Stellantis plant in Kénitra, inaugurated in 2019, reached a new milestone in July 2025 with the inauguration of its extension, in the presence of the Moroccan authorities. This major project is part of an industrial partnership initiated in 2016 between the Kingdom and Stellantis.

Key figures and industrial scope

The extension will double the site’s production capacity from 200,000 to 400,000 vehicles a year, bringing it to 535,000 units a year across all categories (including electric micromobility).

The total investment amounts to 1.2 billion euros, a significant part of which is dedicated to developing local suppliers, thereby strengthening the national industrial base.

The gradual ramp-up aims to achieve a local integration rate of 75% by 2030, a strong indicator of skills transfer and local value creation.

The expansion is expected to generate more than 3,100 additional direct jobs, on top of the thousands already on site.

More broadly, the expansion of Kénitra is helping to position Morocco as a competitive automotive hub on a continental and global scale, with a total annual production capacity (all sites combined) of over one million vehicles by 2030. Ryad Mezzour, Minister of Industry and Trade, who was present at the inauguration last July, had this to say about the extension of the Kénitra plant: “This is a historic day for the Kingdom. This complex is now one of the most efficient in the world, and we are proud of what is being achieved in Morocco”.

From 2025 to 2026: what’s been done and what’s on the way

Since its inauguration last summer, the extension has already seen a number of industrial projects implemented at the Kénitra site come to fruition:

Increased production of electric micromobility. Models such as the Citroën Ami, Opel Rocks-e and Fiat Topolino are now being produced on a larger scale, with capacity almost trebling to around 70,000 units a year.

Light three-wheeled electric vehicles: a new production line dedicated to these vehicles, designed by the Moroccan technical centre Stellantis (ATC), started up in July 2025, with around 65,000 units planned annually.

Production of electric charging stations. The Kenitra line now includes the manufacture of charging stations, with a projected annual capacity of 204,000 units, consolidating the site’s role in the electric mobility ecosystem.

Hybrid engine assembly (MHEV): a new generation of Mild Hybrid engines began to be assembled in May 2025, and Stellantis plans to add a machining phase from November 2026.

What happens in 2026 and beyond

Launch of new vehicles on the Smart Car platform in February 2026: this step is essential for the large-scale production of future Stellantis models, in particular the C4’s replacement, which will benefit from this modular architecture. It will be taller and bolder than the current model, 70% inspired by the OLI concept unveiled in 2022, and will compete with the Dacia Duster, which is the leader in the affordable SUV segment in Morocco and Europe.

Growing production capacity: thanks to the Smart Car platform, the site will be able to produce up to 400,000 passenger cars a year, reinforcing its strategic role within the Group.

Strengthening the local ecosystem: the increase in local integration should attract more automotive-related suppliers and services, creating a knock-on effect for the entire Moroccan industrial fabric.

A site at the heart of the Stellantis strategy and electromobility

The development of the Kénitra site is more than just an assembly plant: it is part of a global industrial strategy combining the production of alternative energy vehicles, hybrid engines, recharging solutions and electric mobility devices.

The planned transfer of production of the future Citroën C4 illustrates the extent to which Morocco has become a centre of industrial attraction, capable of supporting large volumes while contributing to the Group’s competitiveness in European and African markets.

CES 2026, which opened on Sunday 4 January, has once again transformed Las Vegas into the world capital of technological innovation. But above all, this year’s show confirms a trend that is now impossible to ignore: electromobility is an integral part of the show. This year, the focus is more on AI and autonomous driving than on the new EVs themselves.

Created in 1967 in New York, CES was originally a B2B show dedicated to consumer electronics. Almost 60 years later, it brings together more than 4,000 exhibitors and nearly 200,000 professionals, generating several billion dollars in contracts. Above all, it has established itself as a barometer of major technological revolutions, from the video recorder to the smartphone, right up to this 2026 edition where electric vehicles, batteries and software-defined vehicles are emerging as major players.

Monday 5 January: electric hardware comes into line

Right from the start of the press days, Valeo took a stand with its integrated electric platforms: motors, power electronics and thermal management. Meanwhile, Bosch and Siemens are deploying their heavy artillery for low-carbon transport, in particular highlighting specialised batteries for heavy goods vehicles, ultra-fast recharging infrastructures, and partnerships with Caterpillar. These solutions address the urgent need for logistics fleets that are still finding it difficult to make their fleets greener.

Tuesday 6 January: Autonomous driving takes centre stage

From today, the show enters its spectacular phase. Sony Honda Mobility with AFEELA and Waymo will be showing off their new cutting-edge technological creations: level 4 robotaxis in full-scale demonstration, sensors tested in real-life conditions, virtual drivers confronted with the organised chaos of Las Vegas. At the same time, Nvidia already prepared the ground yesterday with its keynote on AI chips dedicated to autonomous vehicles – the cornerstone that transforms EVs into intelligent platforms.

Wednesday – Friday

The last three days will be crucial. Under the neon lights of the Convention Center, strategic panels will dissect the real battles: dependence on Asian batteries in the face of European and American relocation, the monetisation of OTA updates (software updates sent remotely to the car, as you do with a smartphone), and on-board subscriptions that will transform EVs into recurring services. Various players in the sector, including Siemens, Geely Auto and Doosan Bobcat, among others, will be unveiling their detailed industrial roadmaps. These will be important and interesting days, as they will reveal the players who will be equipping the world’s roads between now and 2027-2030.

BMW will be there, for example, to reintroduce the recent BMW iX3, but it will also be an opportunity for the German brand to give hints about future models due in the coming months, such as the iX1 and the much-anticipated i3.

Chinese start-up Kosmera will be making its world premiere with two ‘new energy’ (probably EV) models: a 1,877bhp hypercar (ultra-light chassis, AR driving AI) and a large Taycan-style saloon. The aim is to get the electric car world talking before the crucial stage of commercialisation.

Honda is also exhibiting at the show developments of its 0 Saloon (an aggressive electric saloon) and 0 SUV concepts, based on EV architecture. These two models are due to go into production in 2026.

Once again this year, CES 2026 confirms that electromobility has definitively moved beyond the conceptual stages and into a structured industrialisation phase, where innovation never stops.

MG is taking the next step in its electrification strategy with the arrival of the MGS6 EV, a 100% electric family SUV expected in Europe in early 2026. Larger, more refined and better equipped than its predecessors, this new model aims to make its mark in the EV SUV segment against the market leaders. The new model is part of the brand’s drive to become a major player in the electric vehicle sector.

MGS6 EV technical sheet

The MGS6 EV is based on the MSP modular electric platform, designed to offer space, comfort and efficiency, and already tried and tested on models such as the MG4. According to the manufacturer, it will be 4.71 m long and 1.91 m wide, with a generous wheelbase of around 2.84 m – dimensions that are conducive to space on board. The boot is rated at 674 litres in five-seat configuration, expandable to almost 1,910 litres with the bench seat folded down.

On the technical front, MG has opted for simplicity, with a 77 kWh NCM battery compatible with fast recharging up to 144 kW. Two configurations are planned: a rear-wheel drive version developing 244 bhp, and a Dual Motor version with all-wheel drive peaking at 361 bhp. The claimed WLTP range is around 530 km for rear-wheel drive and just under 500 km for the most powerful version, while recharging from 10 to 80% takes just under 40 minutes on a fast charging point, a time on paper slightly shorter than that of some direct competitors.

Design and interior ambience: moving upmarket without sacrificing appetite

Aesthetically, the MGS6 EV marks a clear break with the more ‘low-cost’ image historically associated with certain MG models. Externally, it is closer to the codes of modern SUVs: short bonnet, slightly receding roof, neat lighting signature.

Inside, the British-born brand, now controlled by the Chinese SAIC group, has opted for a more premium ambience. The MGS6 EV features a large 12.8-inch central screen accompanied by a 10.25-inch digital instrument cluster. Materials have been upgraded with metallic inserts and foamed surfaces, complemented by ambient lighting and heated and ventilated front seats depending on version. The generous wheelbase ensures excellent rear-seat space, in keeping with the SUV’s family ambitions.

In terms of safety, this model boasts a host of top-of-the-range features, including lane keeping, adaptive cruise control, emergency braking, blind spot monitoring and other advanced systems.

MG / SAIC’s electric ambitions: a trajectory set to 2030

MG’s electrical strategy is based on several phases:

• Phase 1 (≈2019-2022): entry into the European market with affordable EVs such as the ZS EV and MG5 EV.
• Phase 2 (2022-2024): launch of the MSP platform and models such as the MG4.
• Phase 3 (2024-2026): moving up the range with vehicles such as the Cyberster (a 100% electric roadster) and now the MGS6 EV, both showcases of technology and volume.

MG and its parent company SAIC aim to offer an almost entirely electric range in several European markets around 2030, in line with the progressive bans on sales of new combustion-powered vehicles. At the same time, in China, SAIC, which owns the brand, is rolling out a similar technical base under several brands, with the aim of achieving a total transition to pure electric by 2035 at the latest.

Production sites and industrial issues

Like the brand’s other electric models, the MGS6 EV is assembled in China, in the factories of the SAIC Motor group, which now centralises MG’s global production. This industrial strategy, based on the integration of key components (batteries, motors, electronics), enables the brand to offer electric vehicles that are competitive in terms of price and performance.

This industrial layout goes a long way towards explaining MG’s ability to position the MGS6 EV as a spacious, powerful and richly equipped family SUV, while remaining below the price levels of many of the European offerings in this segment.

However, this organisation remains exposed to changes in European regulations, particularly concerning rules of origin, customs duties and the carbon footprint of imported vehicles. Against this backdrop, MG and its parent company SAIC have already raised the possibility of partial industrialisation in Europe in the medium term, particularly for batteries and final assembly, although no precise timetable has been set out.

Conclusion

The MGS6 EV represents MG’s move upmarket, offering a vehicle that combines family space, performance, modern technology and, above all, a competitive price. MG has taken a significant step forward and is now targeting the established players in the electric SUV segment in Europe.

With the WN7, Honda has reached a symbolic milestone. For the first time, the Japanese manufacturer is launching an electric motorbike in Europe, conceived not simply as a mobility tool, but as a genuine ‘pleasure’ and premium machine. With a claimed range of over 130 km, 100Nm of torque, CCS2 fast charging and premium positioning, the WN7 marks a new stage in Honda’s electric strategy.

An electric motorbike designed for the European market

Presented as the production version of the EV Fun concept unveiled at EICMA 2024 (the international motorbike and two-wheeler show in Milan), the Honda WN7 is officially the manufacturer’s first ‘full-size’ electric motorbike for Europe. This choice is far from insignificant, given that the Old Continent is one of the most demanding markets in terms of standards, performance and versatility of use.

Honda is clearly making this launch part of its roadmap towards carbon neutrality, with the stated aim of making its entire two-wheeler range carbon neutral by the 2040s. But beyond the environmental rhetoric, the WN7 boasts a more sensational ambition. It is designed to appeal to young urbanites and suburbanites looking for a credible alternative to mid-range internal combustion motorbikes.

Performance on a par with a 600cc?

In technical terms, the WN7 is based on a water-cooled electric propulsion unit, integrated into an ‘E-Drive’ package. Two versions are planned to cover the main European licences: an 11 kW version accessible to A1 licence holders (or 125 cm³ equivalent) and an 18 kW rated power version, with a peak of 50 kW, compatible with A2 licences.

Honda particularly emphasises the immediately available 100Nm of torque, which it compares to that of a 1,000cc internal combustion motorbike. In practice, overall power and acceleration would be more in line with that of a 600cc motorcycle, which is a coherent position for a multi-purpose machine that combines commuting and touring.

Handling and steering

With a kerb weight of around 220kg, the Honda WN7 is in the mid-range of mid-displacement streamlined internal combustion motorbikes. The manufacturer insists on a lower centre of gravity and a narrow frame, designed to make it easier to handle in an urban environment. Regenerative braking, which can be adjusted or even deactivated, plays a central role. Honda presents it not just as a tool for optimising fuel consumption, but also as a genuine driving aid, enabling deceleration phases to be adjusted at the throttle and, if necessary, a feeling closer to the freewheel of a combustion engine.

The WN7 offers four driving modes: Sport, Standard, Rain and Eco. It features a 5-inch TFT screen compatible with Honda RoadSync. Navigation, smartphone connectivity and riding information are all integrated into a coherent package, without going overboard with technology. Designed for everyday use, the bike also features keyless ignition and a manoeuvring mode with low-speed and reverse assistance, a useful feature given the weight and torque available from the very first turns of the wheel.

An assertive and sought-after premium positioning

Priced from €14,999 in France and Belgium, the Honda WN7 has a single price tag, irrespective of the 11 or 18 kW version. This clearly premium positioning puts it up against electric rivals such as the LiveWire S2 Del Mar and the Zero FXE, but also, indirectly, against the well-established mid-range internal combustion models. Honda has accompanied the launch with a range of financing options, including a €199/month lease in France for orders placed before the end of 2025. The first deliveries are expected in the first quarter of 2026. With the WN7, Honda is not only seeking to electrify its range, but to redefine what a ‘fun’ electric motorbike can be on the European market.

Renault is stepping up its transition to electric vehicles with a well-structured product offensive for 2026, in line with a strategy initiated several years ago. The French brand, with its strong European heritage, intends to reconfirm its legitimacy on the EV scene while responding to the growing pressure from global and Chinese players.

A year 2026 structured around two key areas

The year 2026, which has just begun, is synonymous for Renault with the launch of several new 100% electric vehicles covering both the urban segment and commercial vehicles:

The return of the iconic Twingo E-Tech electric. The small city car is being reborn in a 100% electric version with a clear ambition: to offer an EV that is affordable at under €20,000 before subsidies, a rarity in the A segment in Europe. The city car will be produced from early 2026 at the Novo Mesto plant in Slovenia, with a WLTP range of around 260 km and modern features (connectivity, fast charging, driver assistance functions). The idea behind the French brand is to meet everyday urban needs.

The other Renault vehicle to see the light of day is the Trafic E-Tech / FlexEVan on the electric LCV front. With this innovation, Renault is extending its range with 100% electric vans scheduled for 2026, designed for professional fleets and urban use. Based on the group’s latest EV platforms, these vans will incorporate advanced technologies and a software-defined vehicle configuration to optimise fleet management and day-to-day operations.

Market access facilitated by increased aid

Renault isn’t just betting on its vehicles: it’s also focusing on affordability. In 2026, the French government has renewed the enhanced CEE scheme. Thanks to the entry price of the Twingo E-Tech electric combined with various “Classic” and “Helping Hand” bonuses, the price of the latter will be reduced to around €13,750 for households on the lowest incomes. The brand’s commercial vehicles will also be eligible for various incentives from the start of the year.

A long-term electricity strategy

The products 2026 offensive is part of a longer-term strategic roadmap, supported by the Renaulution plan, which aims to give Renault a strong position in European and global electromobility.

• ElectriCity & batteries in Europe
  Renault has consolidated its industrial capacity around the ElectriCity cluster in northern France, bringing together plants in Douai, Maubeuge and Ruitz to optimise EV production. Nearby, an AESC gigafactory in Douai produces competitive low-carbon batteries, with the aim of achieving a capacity of up to 24 GWh by 2030. A second Verkor site is planned to produce around 10 GWh of batteries from 2026, strengthening the Group’s industrial autonomy.

• In-house technologies and platforms
  Renault is also pushing ahead with the development of proprietary electric motors, integrated power electronics solutions and dedicated platform architectures such as CMF-BEV to reduce production costs and improve the efficiency and competitiveness of its EV models.
• Electric vehicle mix targets
  The Group’s ambition is to have a sales mix with more than 65% electric and electrified vehicles by 2025, with a progression towards a predominant BEV mix by 2030, in line with European emission reduction standards.

A European perspective: Renault and the competition

In Europe, Renault’s efforts must be seen in the context of its main competitors:

Volkswagen Group, with a vast ID range and projects such as the ID.Polo, scheduled for 2026, remains a heavyweight in the European EV market. VW is counting on high volumes and a strong presence in all consumer segments.

Stellantis (Peugeot, Citroën, Opel, etc.) is pursuing a more ‘mixed’ strategy, combining electric and hybrid technologies while targeting affordable light commercial vehicles and city cars.

Chinese players such as BYD are pushing European players to review their pricing and innovation strategies, particularly in the urban/very affordable segments, while at the same time creating partnerships (e.g. Renault-Ford alliance announced to develop small EVs from 2028).

Renault stands out for its product strategy covering city cars, SUVs and electric light commercial vehicles, and for its strong industrial integration in Europe, which gives it an advantage in the race for electrification on the Old Continent.

Conclusion

With 2026 as its pivotal year, Renault is setting its EV strategy on a clear course: a structured product offensive, easier economic access, strengthened industrial capacities and assertive European ambitions. With the Twingo E-Tech electric city car designed to make electromobility accessible to all, and LCVs to meet the needs of professionals, Renault is positioning itself as a major European player, ready to take on its rivals while continuing the profound transformation that has already been underway for several years.

With the number of electric vehicles now exceeding six million in Europe, the issue of recharging is beginning to emerge as a major industrial, economic and political challenge. In France, the growth in infrastructure is pitting ambitious private operators against a regulatory framework that is heavily structured by the public authorities. Between aggressive expansion strategies, unprecedented alliances and persistent economic weaknesses, the battle for recharging is far from over.

The dynamic could not be clearer: without a dense and reliable network of charging points, the transition to electric vehicles risks hitting a ceiling in terms of usage. By the end of 2024, there will be more than six million electric vehicles on the road in Europe, and France will be one of the fastest-growing markets. This acceleration puts direct pressure on recharging networks, which will have to scale up both in terms of the number of points available and the power delivered. In this context, ultra-fast infrastructures, capable of delivering more than 150 kW, are becoming a strategic lever. They will determine not only the acceptability of electric vehicles for long journeys, but also the credibility of public policies to move away from fossil fuels. The French market, long dominated by a cautious, highly regulated approach, is now attracting private players ready to invest on a massive scale.

Electra and Fastned, different models

Electra is establishing itself as one of the most aggressive players. The French operator has a clear objective: to deploy 2,200 stations and 15,000 high-power charging points by 2030. Its strategy is based on prioritising dense urban areas and major roads. In short, where demand is already strong and set to grow rapidly. The partnership with INDIGO illustrates this integrated approach. Between now and 2026, more than 225 fast charging points will be installed in car parks in Paris, Lyon, Nice and Bordeaux. The aim is to capture both everyday uses and transit charging needs. The 433 million euros in debt raised in 2025 marks a turning point: Electra is assuming a position of European leader, with an investment capacity rarely seen in the sector.

Faced with Electra, Fastned is defending a different model. At the end of 2024, the Dutch operator had 346 stations and more than 2,100 charging points in Europe, including 44 sites in France. Its strength lies in its expertise in motorway infrastructure, with recognisable, modern stations geared towards very high-power recharging. As you might expect, this strategy comes at a price. Fastned recorded a net loss of 36 million euros in 2024, a direct consequence of its sustained rate of expansion. However, the operational indicators are solid, with each station generating an average of €270,000 in annual sales and consuming around 440 MWh. The gamble of accepting short-term losses in order to lock in strategic locations seems to have been taken.

Tesla Supercharger, the intelligent evolution

Long seen as a separate ecosystem, the Tesla Supercharger network has evolved considerably. By the end of 2025, the American brand was operating more than 3,200 charging points in 240 stations in France. More importantly, almost 75% of these charging points are now open to all electric vehicles, marking a major strategic shift. This opening is accompanied by a technological renewal. More than fifty stations are now equipped with V4 charging stations, capable of delivering up to 325 kW. Tesla is primarily targeting the main roads, but is also strengthening its presence in urban areas and shopping centres. By opening up to competition, the Supercharger network is becoming a fully-fledged player in the French market, while retaining an advantage in terms of image and reliability.

Alliances, public framework and business model

Faced with the proliferation of networks and the complexity of use for drivers, a cooperative approach is emerging. In April 2025, Electra, Fastned, IONITY and Atlante announced the creation of the Spark Alliance. With no merger or capital integration, this alliance simply aims to unify access to 1,700 stations and more than 11,000 charging points in 25 European countries. The aim is to simplify the user experience through interoperable applications, unified payment and the deployment of plug & charge. This initiative is a direct response to the fragmentation of networks and the complexity of cross-border charging journeys. At the same time, public authorities continue to play a central role. ADEME supports the development of infrastructure through targeted calls for projects, in particular the IRVE programme, which will receive €10 million by 2024. The national objective remains ambitious, with a target of 400,000 public charging points by 2030.

Despite this, weaknesses persist. In France, the average rate of use remains low, at around 0.7 recharges per day and per point. This figure calls into question the economic viability of certain projects, particularly outside the main roads and metropolitan areas. Operators have to contend with high investment costs, connection constraints and uncertain short-term profitability. Abroad, Tesla and Fastned are suing Tank & Rast in Germany over restricted access to motorway service areas. In France, while conflicts with local authorities remain limited, the debates surrounding TURPE (Tarif d’Utilisation des Réseaux Publics d’Électricité), connection conditions and siting rules could, in time, generate similar friction between private players and public authorities.

Towards a new balance?

The battle over charging infrastructure in France is no longer simply a question of the number of charging points. It reveals a broader confrontation between industrial visions, public service rationale and economic imperatives. Private operators are stepping up the pace, innovating and forming alliances, while the State is trying to ensure consistency, territorial equity and accessibility (not without some difficulty). As the electric vehicle becomes the norm rather than the exception, recharging becomes a strategic pillar of mobility. The challenge now is to build an ecosystem that is sustainable, interoperable and economically viable. This is essential if electrification is not to remain just a promise, but to become a fully functional reality on French roads.