Category: News

The new 2026 version of Formula 1 has finally taken to the track. At the end of January, behind closed doors on the Barcelona circuit, the teams carried out a first discreet collective run, without any significant lap times. Far from being a show, these tests were above all an opportunity to validate the new technologies developed by the manufacturers and to gauge the extent of the change. This was the first concrete glimpse of a regulation that marks the most profound change since the introduction of the hybrid era in 2014.

2026: a profound change

The 2026 regulations are an in-depth update that marks an almost complete reboot, both in terms of the engine and chassis.

While the F1 retains its 1.6-litre V6 turbocharged engine, its hybrid architecture has changed radically. The MGU-H has disappeared, eliminating one of the most complex and expensive elements of the current generation. The MGU-K, on the other hand, has seen its power almost triple, from 120 kW to 350 kW, or almost 475 electric horsepower.

The aim of this change is to achieve a near 50/50 split between internal combustion and electric vehicles, compared with around 80/20 today, all using 100% sustainable fuel.

In terms of chassis and aerodynamics, the 2026 cars are more compact and around 30 kg lighter. Active aerodynamics become central, with movable front and rear wings and two distinct modes: high downforce in corners and low drag in a straight line. DRS as we know it will disappear, replaced by a system combining drag reduction and electric ‘burst’.

The FIA’s promise is twofold: more agile single-seaters, less dependent on pure aerodynamic downforce, and a greater role for the driver in managing energy and modes.

Barcelona tests: a shakedown under close scrutiny

This first run took place from 26 to 30 January 2026 in Barcelona. Officially presented as a simple “shakedown”, a validation drive designed to check that the basic systems were working properly (starting, braking, cooling, reliability), it was in fact the first full-scale test of the 2026 F1 cars, with work already well advanced on engine integration, active aerodynamics and energy management.

The eleven teams were allowed to ride for up to three days each in a five-day window. All of this took place behind closed doors, without the public or the media, with very few images broadcast. The aim was not to put on a show, but to validate the technical aspects: to check that the new power units are working, that the active aero systems are reliable and that the cars can complete lap after lap without any major problems before the official tests in Bahrain, which start on February 11.

What the first rounds highlighted

Although information is still being filtered, a number of key trends have emerged from these initial tests, all linked to the interaction between the new hybrid engine and the aerodynamic design of the single-seaters.

The first major lesson is energy management.

Identified as a sensitive point in the simulations, it was confirmed in Barcelona as the heart of the 2026 challenge, directly linked to the new powertrain. With a much more powerful MGU-K, the battery discharges very quickly as soon as the driver tries to maximise performance in a straight line. The FIA has already shown that if the aerodynamics are overloaded, the electrical energy can run out before the end of the straight.

In Barcelona, the emphasis was on transitions between aerodynamic modes and on the ability to conserve energy to attack or defend at the end of the straight. Performance is no longer based on raw power, but on a constant balance between engine, battery and aerodynamics.

More demanding piloting

The cars are lighter and quicker out of corners, which improves agility. On the other hand, the simultaneous management of energy, aero modes and electric deployment phases adds an unprecedented layer of complexity for the drivers, who have to relearn how to tame this 1,000-horsepower beast.

Indeed, the FIA and the teams have announced that the learning curve will be more difficult than during the 2021 to 2022 changes: driving will become a more complex exercise in anticipation and management.

New hybrid engine: impressive power, but still a learning curve

The first media releases from the drivers and technical boards are unanimous: these new single-seaters are powerful and complex.

Mercedes driver George Russell spoke to ESPN and described the electric power as “quite impressive”. He is probably talking about the highest top speeds ever seen in Barcelona when the electrics are fully deployed. What’s more, he says, driving is instinctive and the reduction in size of the cars is appreciable. Mercedes engineers confirm that the torque and acceleration are particularly noticeable when the battery is fully charged.

Also from the German manufacturer, Andrew Shovlin, Director of Engineering, commented. He added that, in terms of feel, while the drivers had previously been confined to simulator tests, the real-life behaviour on the track was better than some of the champions had expected.

But of course, as we explained earlier, the new regulations mean that the drivers have to adapt and learn. On this subject, Liam Lawson (Racing Bulls) explains that he has “not yet fully grasped” everything he has to deal with, and that it will take the Bahrain tests to really master the options available in terms of energy modes and attack/defence in the race.

A phase of understanding before performance

These Barcelona tests mark the start of an essential phase: that of understanding and apprehension. The teams will now be analysing the data they have gathered before introducing changes as early as the Bahrain tests.

Above all, this first drive confirms one thing: F1 2026 will be neither a simple continuation nor a Formula E in disguise. It promises to be a discipline more focused on energy efficiency, power strategy and active driving.

On 5 February 2026, Antonio Filosa, CEO of Stellantis, and Oliver Blume, Chairman of Volkswagen’s Management Board, co-signed a joint opinion piece published in Les Echos, Il Sole 24 Oreet and Handelsblatt, in the name of protecting the European automotive industry. A strong signal sent to Brussels at a critical time for the European automotive industry, and more particularly for the transition to electromobility.

A forum born of crisis

This initiative comes shortly before key decisions on the future European industrial framework, in a climate of growing tension. Sales are slowing down, margins are shrinking and international competition, particularly from China, is intensifying. As Stéphane Séjourné, Vice-President of the European Commission, warned in an AFP interview in March 2025: “The European automotive industry is in mortal danger”.

For Stellantis and Volkswagen, the facts are clear: Europe faces a major strategic dilemma. Either it remains an automotive industrial powerhouse, representing nearly 8% of European GDP and 13 million jobs, or it is content to become a mere destination market for vehicles designed and produced elsewhere.

Competition deemed structurally unbalanced

At the heart of the letter, the two leaders point to what they see as unfair competition. Some importers benefit from much lower production costs, linked to less stringent social, environmental and energy standards, while gaining free access to the European market.

The transition to electricity is amplifying this asymmetry. Electric vehicles rely on critical supply chains – batteries, power electronics, rare earths – that are largely dominated by Asia. Added to this is a paradox: Europe is investing massively in gigafactories and a local battery industry, while at the same time coming under increasing pressure to offer ever more affordable EVs, which encourages the import of low-cost components from abroad and increases strategic dependence.

“Made in Europe”: a structuring proposal

To break this deadlock, Stellantis and Volkswagen are proposing the creation of a “Made in Europe” label for electric vehicles, with clear and verifiable criteria. These would include

• vehicle production and assembly,
• R&D,
• the electric drive train,
• battery cells,
• major electronic components.

This label would provide access to a number of levers: clear identification for consumers, targeted national purchasing aid and priority access to public contracts.

A CO₂ bonus to rebalance costs

Another central proposal is the introduction of a regulatory CO₂ bonus for “Made in Europe” electric vehicles. The aim is to offset the extra costs associated with more demanding local production, not through customs duties, but via emissions regulations.

In practical terms, a manufacturer that largely complies with the “Made in Europe” criteria could benefit from a bonus applicable to its entire fleet. The savings made on CO₂ penalties would then be reinvested in European industrial facilities, rather than lost to foreign competition.

The two leaders stress that these are targeted incentives, designed to create genuinely fair competition on the European market.

A meaningful alliance

To see Stellantis and Volkswagen, direct competitors, speaking with one voice is in itself revealing of the importance of the situation. The initiative is clearly aimed at influencing the European Commission’s future ‘Automotive Package’, expected to be the industrial roadmap of the electric decade.

The stakes are high. In 2025, Stellantis sold around 5.8 million vehicles worldwide, down on 2024, with a share of electric vehicles in Europe of around 12%. Volkswagen, with around 8.5 million sales, remains the European leader in EVs (nearly 18%), but says it is increasingly vulnerable to Chinese imports, despite investing more than €30 billion in batteries.

Electromobility at the heart of the debate

The forum focuses explicitly on the electric vehicle. Today, nine out of ten cars sold in Europe are still produced locally, but this reality could rapidly change if the transition to electric vehicles takes place without a protective industrial framework.

Without appropriate support mechanisms, investment in gigafactories, power electronics and European assembly lines could become unprofitable. The risk, according to the two leaders, is that of massive relocations and, ultimately, a lasting weakening of Europe’s ability to offer competitive electric vehicles.

A two-pronged electricity transition

The message is clear: the success of electromobility in Europe depends on a delicate balance. Electric vehicles must be accessible to consumers, but they must also be produced locally, within a social and environmental framework that is consistent with Europe’s ambitions.

This strategic alert goes far beyond the interests of the two groups and raises a central question: what place does Europe still want to occupy in the automotive industry of the future?

Chinese giant CATL has lifted the veil on a new generation of battery known as the “5C”, claimed to be capable of withstanding ultra-fast charging while maintaining a service life of over a million kilometres. If confirmed on the road, this announcement could remove one of the last structural obstacles to the mass adoption of electric vehicles.

5C battery: what are we talking about?

The term “5C” refers to the maximum charge rate accepted by the battery. In practice, this means that the battery can be charged at a power equivalent to five times its hourly capacity. To illustrate this definition, a 5C-compatible 80 kWh battery can theoretically accept up to 400 kW.

Under optimum conditions, this level of power means that the vehicle can be fully recharged in around twelve minutes. And the main change is that the charging limit no longer comes solely from the vehicle’s electrical architecture (400 or 800 volts), but from the cells themselves, designed to withstand very high currents without accelerating their degradation.

An exceptionally long service life

CATL’s most spectacular figures relate to battery life. In fact, the manufacturer is claiming much better performance than current lithium-ion batteries, including repeated rapid charging.

According to data released by CATL and picked up by several technical media, the Chinese giant’s new batteries have an extremely long life:
3,000 complete cycles at 20°C, 5C, with 80% residual capacity. This will enable EVs to cover up to 1.8 million kilometres, assuming a reference range of 600 km.
Under extreme thermal conditions (the enemy of batteries), 1,400 complete cycles at 60°C, still at 5C, with 80% of capacity remaining, will be possible. That’s around 840,000 kilometres.

These figures explain why we’re talking about batteries that last almost forever. CATL insists on one key point: ultra-fast recharging is no longer a compromise, but normal use, with no penalty on lifespan.

Highlighting technical innovations

To reconcile 5C charging and long life, CATL explains in the announcement video, published on 29 January 2026, that it has worked on several critical points of current lithium-ion batteries.

• Electrodes that stand up better over time
  • A component added to the inside of the battery helps to form a stronger protective layer. This barrier limits the minor damage that occurs during rapid recharging and helps to preserve the battery’s performance for longer.
• A better protected cathode
  • Thanks to a more uniform coating, energy flows more evenly. The result: fewer brittle areas and less premature wear, particularly during high-power loads.
• A separator that reacts to heat
  • The battery also incorporates an element capable of adapting when the temperature rises. This slows down certain exchanges within the cell, reducing the ageing of the battery and improving safety.

Redesigned thermal and electronic management

The Battery Management System (BMS) directs cooling to the hottest areas of the pack, rather than applying uniform cooling. This reduces the thermal gradients between cells and evens out their ageing.

This 5C battery follows on from previous generations of CATLs, in particular the Qilin 4C battery unveiled in 2022, which is already capable of very fast charging.

Outstanding battery life for the CATL 5C

In Europe, vehicles change hands or are scrapped after having travelled an average of 150,000 to 220,000 km, all engines combined. In France, for example, scrapped cars have travelled an average of 211,000 km at the last roadworthiness test, i.e. a total of almost 220,000 km after their last mileage. The differences by fuel are clear: diesel cars reach around 250,000 km at the MOT, while petrol cars are at around 180,000 km. Across Europe, the average age of vehicles to be destroyed is 19.9 years, with a cumulative mileage of around 200,000 km over the vehicle’s lifetime.

In this context, the CATL 5C battery is a real revolution. With a theoretical lifespan of 1.8 million kilometres, it can survive a first vehicle and then three or four occasions, before being reused in a second stationary life. In practical terms, this represents 8 to 9 times the average lifespan of a European car.

Clearly targeted uses

CATL makes no secret of the fact that this technology is primarily intended for intensive use, where fast charging is a daily requirement, such as taxis and VTCs, delivery vehicles and light commercial vehicles.

In the video presentation, the batteries were tested in extreme heat conditions to, according to the manufacturer, “simulate summer in Dubai”. It is therefore targeting very hot markets (southern China, the Middle East, India), where batteries suffer particularly during high-power charging.

Which vehicles, and when?

At this stage, no specific model has been officially announced. CATL is presenting a cell and pack technology, without naming any customer manufacturer or production date.

However, the vehicles that could potentially be equipped with this technology are likely to be top-of-the-range Chinese models or fleet models (taxis, shuttles, commercial vehicles), then, in the medium term, European or American electric vehicles already using CATL batteries, capable of accepting power ratings of 300 to 400 kW.

Technically, the 5C battery is compatible with 400 or 800 volt platforms.

Promises to be confirmed on the ground

One essential point of caution remains: the figures put forward by CATL are based on internal tests and manufacturer communications. Furthermore, the exact energy density, precise chemistry and cost per kWh have not been detailed, which means that for the time being it is impossible to judge how competitive it really is compared with batteries already on the market.

If the announced performances are confirmed in real-life conditions, this 5C battery could mark a turning point: ultra-fast recharging would no longer be a technical brake, but a standard of use, including for vehicles expected to cover several hundred thousand kilometres.

This decision has been eagerly awaited by the electromobility industry. The weight-based tax on electric cars weighing more than 2.1 tonnes from 1 July 2026 has been definitively removed from the Finance Bill (PLF) for 2026. The final adoption of the text by the National Assembly on Monday 2 February 2026 means that this controversial measure has been dropped after several months of debate. Electric vehicles will therefore remain fully exempt from the weight-related penalty over the period 2026-2028, unlike combustion and hybrid engines.

A tougher weight penalty… but without EVs

The plan to impose a weight-based penalty on vehicles driven in France was launched in 2022. The aim: to encourage more fuel-efficient cars. As a reminder, the weight-related penalty is a tax applied to the purchase of a new car deemed to be too heavy. The more the vehicle exceeds a certain reference weight, the more the buyer pays. Initially, the tax was aimed mainly at the heaviest combustion-powered vehicles, but as part of the 2026 Budget Bill, the government plans to tighten the system considerably.

The general threshold was to be lowered to 1,500 kg (from 1,600 kg in 2025), with a progressive scale: €10/kg between 1,500 and 1,800 kg, €20/kg from 1,800 to 2,100 kg, and €30/kg above that. For electric vehicles, a total exemption was maintained until 30 June 2026, before the introduction of an allowance of 600 kg to compensate for the weight of the batteries, bringing the effective threshold to 2,100 kg. Beyond this threshold, only models with a sufficient eco-score, defined by the decree of 24 June 2025 and based on production, use and recycling criteria via ADEME, would have escaped taxation. The others would have been subject to the excess mass penalty.

Concrete impacts feared by the industry

In its initial version, according to Go-Electra, the scheme would have affected around 30% of new electric vehicles sold in France, mainly family SUVs and top-of-the-range models. A Peugeot e-3008, for example, weighing in at 2,183 kg, would have been hit with a penalty of around €830, while a BMW iX xDrive50 (2,585 kg) would have been penalised to the tune of almost €4,850. Conversely, compact models such as the Renault 5 E-Tech would have remained completely exempt.

What’s more, according to estimates by the PFA and the CCFA, sales of electric vehicles would have fallen by 10 to 15% by 2026, or around 20,000 units out of the 150,000 to 180,000 EVs expected annually in France. In all, French carmakers would have lost €500 million in sales.

But while this measure would have been a handicap for manufacturers, the government’s stated objective was clear: to reduce the average weight of electric vehicles. Today, the average weight of an EV is close to 1.9 tonnes, compared with 1.4 tonnes for internal combustion vehicles. Ecologically, the idea is understandable: to limit the carbon footprint associated with batteries, and to target imported heavy electric models in particular.

A decision to abolish the scheme following a major mobilisation

So why is it being scrapped? Back in the autumn of 2025, during the first readings of the PLF 2026 in the Senate and the National Assembly, the weight-based penalty applied to EVs provoked strong reactions, and the French automotive industry exerted intense pressure, led in particular by the PFA, the CCFA, Renault and Stellantis.

Prior to this announcement, manufacturers were already warning of the risk of a sudden halt to the transition to electricity, in a context constrained by the ZFEs and the gradual end of certain forms of support. But the good news is that at the end of January 2026, a deletion amendment was finally adopted in committee, resulting in the outright withdrawal of article 47 bis from the text, before the government had to invoke its responsibility under article 49.3.

On 2 February 2026, the French National Assembly definitively adopted the PLF without the weight-based tax on electric vehicles. Enactment in the Journal Officiel is expected in mid-February.

A clearer tax framework for electromobility

The final weight-based allowance scale for 2026 will therefore apply only to internal combustion and hybrid vehicles. Plug-in hybrids will retain a 200 kg allowance, while the allowance for micro-hybrids will be abolished from 2027.

For electromobility, the decision brings visibility: EV sales could rise by 15-20% in France by 2026, according to Avere-France. Renault, the market leader with a market share of almost 30% and sales of 150,000 electric vehicles by 2025, will benefit directly from this more favourable framework, particularly for its family models.

While the weight-based penalty has been dropped, other measures continue to provide a framework for the development of electromobility: increased quotas for electric vehicles in company fleets, the continuation of the CEE bonus subject to an eco-score, and the gradual tightening of low-emission zones (ZFE). In other words, the transition to electric vehicles is continuing, within a framework, but without any direct tax penalties linked to weight.

In the run-up to its commercial launch in France, scheduled for spring 2026, the Chinese duo OMODA & JAECOO, subsidiaries of the Chery group, are unveiling an extensive warranty policy designed to support their entire electrified range and reassure a market that is still wary of new entrants.

A comprehensive 7-year warranty on the entire electrified range

On 4 February 2026, OMODA & JAECOO issued a press release announcing a manufacturer’s warranty of 7 years or 150,000 kilometres on all models sold in France, irrespective of the electrified powertrain concerned:

• 100% electric vehicles (BEV),
• Plug-in hybrids (PHEV),
• 48 V light hybrids (MHEV).

And this warranty is called “comprehensive vehicle”, meaning that it covers all mechanical and electronic components, excluding wearing parts. According to the press release, it applies from the moment of purchase, with no optional extensions, and is one of the longest periods offered on the French market.

This is a conscious choice for a manufacturer just starting out in Europe: to offer a level of protection comparable to the segment’s historic benchmarks, and much higher than the two-year European legal minimum still widely practised by generalist brands.

Specific cover for electric motors

For electric and rechargeable hybrid vehicles fitted with a high-voltage battery, OMODA & JAECOO adds a dedicated warranty for the electric drive train. The components concerned (battery and electric drive unit) are covered for 8 years or 160,000 kilometres, with a clear commitment to durability: battery capacity is guaranteed to be at least 75% over this period.

This level of cover is in line with the standard currently adopted by the electric vehicle industry, where the majority of manufacturers communicate 8-year warranties with a minimum capacity threshold of between 70% and 75%. OMODA & JAECOO is therefore seeking to align itself with practices that are considered mature and reassuring for customers.

Extended assistance and additional guarantees

The brand rounds off its range with 24/7 roadside assistance, included as standard for two years, then extendable to seven years if servicing is carried out in an approved network.

There are also additional guarantees:

• paint: 3 years,
• anti-corrosion: 12 years, with no mileage limit.

The warranty is also transferable in the event of resale in the European Union, a key point for value on the second-hand market, which is particularly scrutinised for electrified vehicles.

How is OMODA & JAECOO positioned in relation to other manufacturers in France?

On the French market, warranty policies continue to vary widely from one manufacturer and engine to another.

Kia, Hyundai and MG all offer extended warranties, often between 5 and 7 years, and have played a major role in making these terms commonplace in the electrified segment.

On the other hand, many generalist European manufacturers such as Renault, Peugeot, Volkswagen, Citroën and Opel still stick to the statutory two-year warranty, possibly supplemented by paid-for extensions or included in certain financing packages.

For electric vehicles, on the other hand, the battery warranty is a common base: 8 years or 160,000 km in the vast majority of cases, with guaranteed capacity thresholds that are relatively similar from one manufacturer to another.

In this landscape, OMODA & JAECOO adopts an intermediate but clear position:

• among the best for comprehensive vehicle cover,
• in the battery standard.

A strong choice by a new entrant

For the Chinese manufacturer preparing to enter the French market, the warranty policy plays a key role. It sends out a message of confidence to buyers, at a time when electrified vehicles are becoming more widely available but are still subject to high expectations in terms of reliability, running costs and resale.

With this announcement, OMODA & JAECOO is clearly seeking to establish a long-term presence on the French market. This choice is consistent with the gradual expansion of its network, announced at 74 sales outlets at launch, with a target of 130 sites by the end of 2026.

At the end of January 2026, a Swedish electric ferry set the world record for the longest voyage ever made by an electric ship, by sailing almost 300 kilometres from Gothenburg to Oslo. But beyond the symbolic performance of the Candela P-12, this crossing above all marks a strategic breakthrough: that of maritime electrification that can be operated without heavy infrastructure.

A record, but above all a commercial demonstration

The journey took place over three days, between 30 and 31 January 2026, along the coasts of Sweden and Norway. In total, the boat, which can carry up to 30 seated passengers plus a captain, covered 160 nautical miles (296 km), with simple stops made at public quays to demonstrate recharging, without a dedicated megawatt station or battery exchange.

At the helm of the operation was Gustav Hasselskog, founder and CEO of Candela Technology. For the Swedish entrepreneur, the message of this event is not just about performance:

“Charging infrastructure is the hidden cost of electrifying conventional ships. In many cases, building multi-megawatt chargers costs as much as the ships themselves. Our breakthrough is that the P-12 charges quickly and can operate anywhere.

The figures back up this claim. The total energy cost of the trip was no more than 200 euros, or around 0.12 €/km, with three to four partial recharges of 20 to 60 minutes via conventional DC charging points (150 to 350 kW).

The secret: flying over water

The Candela P-12’s performance is the result of a radically different architecture to traditional ferries. The ship is based on hydrofoils controlled by artificial intelligence, capable of lifting the hull from 50 centimetres to one metre above the water at speeds of up to 16 knots. The result is simply stunning in every way:

• 80 to 90% less consumption,
• virtually no wake,
• silent navigation,
• and a massive reduction in seasickness (up to -90% according to Candela).

The Candela P-12 is a true racing car of the seas, powered by two C-POD electric motors developing up to 340 kW continuously, fed by a lithium-ion battery with a usable capacity of around 336 kWh. This performance is comparable to that of a traditional thermal ferry, with a cruising speed of 25 knots and peak speeds of 30 knots, but with a zero environmental footprint in use.

An already credible business model

Priced at €1.7 million, the Candela P-12 costs no more to buy than an equivalent diesel ferry. On the other hand, its operating costs are up to 50% lower, thanks to simplified maintenance and an obviously derisory energy cost, thanks to electric power.

Obviously, this economic equation changes the game for local authorities and shipping operators. Whereas some countries rely on heavy, bulky and expensive recharging infrastructures, or on battery exchange systems costing hundreds of millions of euros, Candela offers a more accessible approach that can be deployed immediately.

Scandinavia: laboratory for flying electric ferries

This is no stroke of luck for the Nordic brand, since the Candela P-12 has already been integrated into public transport projects, notably around Stockholm. There, it links the island of Ekerö to the city centre of the Swedish capital in 25 minutes, compared with almost an hour by bus.

What’s more, in neighbouring Norway, several local authorities are testing the P-12 on short coastal routes – a necessity for this country, which is aiming for 50% zero-emission ferries by 2025. The electric hydrofoil ferry is thus becoming a strategic tool for reconciling mobility, the environment and geographical constraints.

Towards clean shipping on a daily basis?

This record is more than just a technological achievement for Candela. It validates a concept that is destined to become more widespread: electric ferries capable of providing regular services of up to 50 nautical miles, with controlled costs and a minimal environmental footprint.

At a time when the International Maritime Organisation is aiming for carbon neutrality by 2050, the Candela P-12 shows that this transition is achievable without any loss of quality.

The French car market is off to a paradoxical start in 2026. In January, registrations of new passenger cars were down by around 6.6% compared with January 2025, with 107,157 cars sold. However, once again, the proportion of 100% electric cars is at an all-time high.

A shrinking but not uniform market

In January 2025, 118,400 new passenger cars were registered in France, more than 6% more than in the previous month. Against this backdrop of a drastic fall in EV sales, performances vary widely from one manufacturer group to another. Some groups, such as Stellantis, are limiting the decline to around 2.7% year-on-year. Conversely, the Renault group managed to post a slight increase (+1.1%), driven by the Renault brand, while Dacia fell back sharply and Alpine made marginal progress.

In Japan, Toyota had a difficult January, with registrations down by an estimated 15%. But the most striking fall concerned Tesla, whose volumes plummeted by more than 40% compared with January 2025, a sign that the American brand is no longer the leader it once was.

Electric vehicles buck the trend

While the overall market is shrinking, it is 100% electric cars that are doing well and continuing their upward momentum. In January 2026, 30,307 electric vehicles were registered in France, representing 28.3% of new car sales. An all-time record.

By way of comparison, in January 2025, EVs had a market share of around 19%. This means that in one year, the segment has grown by around 52% in terms of volume, confirming a rapid and strong change in the motoring choices of some French people, who now prefer electric to combustion-powered vehicles.

Justifiable figures

And this growth is no accident. It is the result of an unprecedented convergence between public policies, financial mechanisms and developments in industrial supply.

The first driver of this dynamic is social leasing. By enabling households to buy an electric car for less, this scheme has acted as an accelerator. Eligible models, mainly in the B segment, accounted for a significant proportion of the month’s volumes, starting with the Renault 5, which has become a symbol of this democratisation.

source : Renault

In addition to this leverage, there are increased incentives linked to energy saving certificates (CEE). When combined with the ecological bonus, CEEs can significantly reduce the remaining cost of purchasing or leasing a car.

Lastly, this increase is due to a tangible broadening of the offer in the affordable segments, long considered to be the main barrier to adoption.

Renault crushes the electric ranking

In the electric vehicle market alone, the leadership is indisputable. Renault captured around 26% of the EV market in January, with almost 7,900 registrations.

The Renault 5 electric was the best-selling electric car of the month, with 3,952 units, well ahead of the competition. It came in ahead of the Renault Scénic E-Tech (1,945) and the Peugeot e-208 (1,666). The top 10 is largely dominated by French manufacturers, confirming a recovery in the domestic market.

Tesla, on the other hand, is in sharp decline. The American brand registered just 661 vehicles in January, including 613 Model Ys and just 36 Model 3s. As a result, Tesla has fallen well behind Renault in the French electric vehicle market, a strong signal after several years of dominance.

Hybrids in the majority, combustion engines in free fall

In addition to electric vehicles, hybrid vehicles continue to become the norm. In January, hybrid vehicles (all technologies combined) accounted for 52.3% of registrations, up by more than three points over one year.

Conversely, traditional combustion engines continue to decline. Petrol’s market share has fallen to 14.3%, while diesel’s has plummeted to 2.4%, with volumes down by almost 50% year-on-year for both fuels.

A pivotal month for electromobility

In a generally ailing market, electric vehicles now appear to be the only engine for growth, driven by a more accessible range and targeted public schemes.

Whether or not the coming months will confirm this trend, one thing is certain: the EV segment is, as of January 2026, a central pillar of the French car market.

This weekend, Paris is alive with the world of classic cars. From Wednesday until the evening of Sunday 1 February, the Rétromobile show is celebrating its 50th edition at the Parc des Expositions at Porte de Versailles. It’s a symbolic anniversary for an event that, over the decades, has become the global benchmark for automotive heritage.

With more than 120,000 visitors expected over five days, 550 exhibitors and almost 1,200 vehicles on display in an area of 120,000 m², Rétromobile 2026 confirms its status as a not-to-be-missed event for enthusiasts, collectors, professionals and the simply curious who come to celebrate the history of motoring.

From a meeting place for enthusiasts to a global showcase

Created in 1976 by a handful of enthusiasts, including Patrick Tenderini, Rétromobile originally met a very real need: to bring together collectors, dealers and enthusiasts at a time when spare parts and old vehicles were becoming rare.

Fifty years on, the show has changed radically in scale. Since coming under the aegis of Comexposium in 2000, Rétromobile has become a veritable celebration of motoring heritage. Themed tributes, international club stands, auctions and an opening up to youngtimers have gradually shaped its identity.

An anniversary edition rich in symbols

For its 50th edition, the show has pulled out all the stops. One of the highlights of the week is the joint celebration of 50 years of Rétromobile and 50 years of BMW Art Cars. An exceptional retrospective brings together twenty legendary models, from the BMW 3.0 CSL painted by Alexander Calder in 1975 to the most recent creations, such as the M3 GT2 decorated by Jeff Koons or the M Hybrid V8 by Julie Mehretu.

Other much-anticipated tributes revolve around this flagship exhibition: the DS 19, which is celebrating its 70th anniversary, emblematic MG models, and a selection of rare supercars and prototypes that are usually invisible to the general public.

Supercars and exclusive new models

One of the new features of this year’s show is the Ultimate Supercar Garage, which opened in Hall 7 on Thursday and will remain open until Sunday. This dedicated space brings together Bugatti, Ferrari, Koenigsegg, Pagani and Lamborghini in an immersive setting that deliberately contrasts with the more traditional ambience of the show. It’s a well-considered choice that adds a contemporary touch, attracting a younger audience.

Electromobility, present and exciting

While Rétromobile remains above all an ode to the internal combustion engine and vintage mechanics, electrification is becoming an increasingly visible presence in the show’s aisles. A number of retrofit specialists, including Lunaz, Electrogenic and Transition-One, are presenting electric conversions of iconic models. Electrified Jaguar E-Type, Porsche 356 and Range Rover Classic all illustrate this trend, which aims to extend the life of historic vehicles while adapting them to today’s environmental and urban constraints.

More traditionally, the world’s biggest manufacturers are taking advantage of this event to showcase their latest electric creations. This is the case with Peugeot, which is presenting the e-208 GTI, Opel, which is presenting the electric Opel Astra for the first time, and Renault, which is showcasing the near-final version of the Renault 5 turbo 3E.

The show will also be highlighting the pioneers of electric vehicles, with prototypes and production models from the 1990s and 2000s, which have long been kept under wraps. Vehicles such as the Citroën AX Electric, the Peugeot 106 Electric, the Renault Clio Electric and the first-generation Toyota RAV4 EV are reminders that electromobility is nothing new, and that it has a much longer history than that of today’s models.

Hybrid youngtimers will also be on show, with models from Toyota, Honda and Lexus, which marked the beginnings of hybridization for the general public in the 2000s. BMW, a long-standing partner of the event, is also exhibiting a number of recent BMW Art Cars, including electrified and hybrid competition models, such as the BMW M Hybrid V8, entered in endurance racing and a symbol of the link between artistic heritage, motor sport and modern technology.

Far from a radical shift, these initiatives sketch out a form of “retro electromobility”, where technological innovation, the preservation of automotive heritage and the ecological transition attempt to coexist. It’s a measured approach, in keeping with the DNA of Rétromobile, which prefers the transmission of history to a sudden break with it.

Last day, last opportunities

On Sunday, the last day of the show, crowds are expected to be at their peak. As regular visitors know, it’s best to arrive early to make the most of the stands and exhibitions before the show closes at 7pm. Tickets are still available online, with prices ranging from €19 to €25 depending on the conditions.

At fifty years old, Rétromobile is proving that it has lost none of its ability to bring people together. Year after year, the Paris show continues to write the living history of the motor car, bringing together automotive memorabilia, exceptional objects and glimpses of the future.

For Paris Classic Car Week, the City of Lights transforms itself into a living museum of the automobile, where vintage bodies, legendary engines and legendary stories come together. For several days, through exhibitions, auctions and led by the heart of the programme, the Rétromobile show at Paris Expo Porte de Versailles, collectors, enthusiasts and the curious celebrate the most iconic and timeless products of the automobile.

This is precisely the spirit in which Artcurial Motorcars, the renowned auction house specialising in classic cars, youngtimers, motorbikes and exceptional motoring objects, has once again this year taken over one of the most emblematic venues in Parisian luxury: The Peninsula Paris.

Automobile Legends: the automobile as a work of art

This event, Automobile Legends, organised by Artcurial at the prestigious palace “The Peninsula Paris”, is not just a simple auction. The event has been designed as an immersive exhibition, with some sixty exceptional vehicles on display in the hotel’s Garage Privé, transformed for the occasion into a car gallery.

Among the vehicles on display are a number of exceptional automobiles, including a Mercedes-Benz 300 SL ‘Gullwing’, a Jaguar E-Type and a number of iconic sports models. The centrepiece is the legendary Ferrari F92A driven by Jean Alesi in the 1992 Formula 1 World Championship. During that season, he finished on the podium twice, results that led to the Frenchman receiving this single-seater as a gift from the Scuderia. And yet, in the midst of these icons of the past, one object stands out.

Cybertruck takes its place among the legends

In the Automobile Legends sale catalogue, one vehicle immediately catches the eye, as much as it raises questions: a Tesla Cybertruck CyberBeast Limited Edition “Foundation Series”, vintage 2024.

This vehicle is the exact opposite of what we usually expect here. Where classic cars celebrate curves and historic combustion engines, Tesla’s pick-up boasts raw, almost industrial lines, but above all an ultra-vitamin 100% electric engine. Where the models on display often recount a glorious past, the Cybertruck speaks exclusively of the future, and yet it is precisely this contrast that makes sense.

In its CyberBeast version, the Cybertruck represents the pinnacle of Tesla’s offering: a three-motor electric architecture, unprecedented power for a vehicle of this size, and performance worthy of certain supercars (0-100 km/h in 2.7 seconds). What makes it unique? It’s one of just 400 Foundation Series cars, unobtainable in Europe and sold without reserve at Artcurial. It’s a truly futuristic collector’s item for visionaries.

A strong signal for electromobility

To see a Cybertruck being auctioned alongside historic Ferraris, Jaguars and Mercedes at an event dedicated to automotive legends says a lot about the changing face of electromobility.

For a long time, electric vehicles were seen as rational solutions, devoid of passion and rarely desirable in the eyes of collectors. The presence of the Cybertruck at Paris Classic Car Week has changed all that.

Electromobility, through this Tesla, becomes a marker of the era, a potential collector’s item. The Cybertruck is not yet a legend in the classical sense of the term, but it is already a cultural symbol, which is what historically forges automotive icons.

Artcurial is sending out a clear message: the history of the automobile and the passion it inspires did not stop with internal combustion engines. It continues to be written, from now on, in electricity.

On 16 January 2026, Ottawa announced the partial lifting of surtaxes on Chinese electric vehicles (EVs) and opened up an annual quota of 49,000 units at the “normal” tariff of 6.1%. In return, China drastically reduced its customs duties on Canadian canola (a variety of rapeseed highly prized in China), reopening a market estimated to be worth several billion dollars.

What the Canada-China agreement provides for

To understand the situation before this agreement, we need to go back to 2024, when the Canadian government imposed a 100% surtax on all EVs imported from China, following the hard line taken by the US and almost completely closing off the market. The new agreement, reached during Mark Carney’s visit to Beijing for the first time since 2017, now introduces an annual quota of around 49,000 vehicles with customs duty reduced to 6.1%, the most-favoured-nation rate.

And this quota is evolving, as Ottawa is forecasting an increase to around 70,000 units per year over the next five years, according to the specialist media and official announcements.

The agricultural counterpart: canola

As a mirror image of this tax cut, Beijing is also reducing its customs duties on Canadian canola, from a cumulative level of around 84% to a target of close to 15% from 1 March 2026. This measure puts an end to a trade dispute that began after the Canadian surtaxes, and which led China to use canola as an instrument of economic pressure.

Western provincial governments are hailing the agreement as a breath of fresh air for farmers. Particularly in Saskatchewan, the country’s leading canola producer, where farmers are heavily dependent on the Chinese market to sell their crops.

Expected impact on the price of EVs in Canada

The Canadian government plans that, by 2030, at least half of China’s electric vehicle quota should be devoted to “affordable” models, with an import price of less than or equal to CAD 35,000 (≈ €22,000). A real challenge, to be sure, but one that could significantly reduce the entry ticket to electric in a market where even an entry-level Nissan Leaf remains around CAD 44,000 (≈ €28,000) before government subsidies.

This new tax could enable new Chinese manufacturers to expand into Canada with competitive Chinese models from the likes of BYD, Geely, Nio and Xpeng, with some vehicles potentially on offer for under CAD 30,000 (≈ €19,000) once transport costs and margins have been factored in.

Specific features for Quebec

To put this quota into perspective, if a significant proportion of these 49,000 vehicles arrived in Quebec, they would represent almost half of the 103,000 electric vehicles sold in the province in 2024. In this context, the arrival of cheaper Chinese models could partially offset the end of subsidies under the “Go Green” programme.

For local players such as installers, specialist outlets and advisers, for example, this opening represents both an opportunity for democratisation and an educational challenge in terms of the reliability, maintenance and residual value of brands that are still little known.

A clear break with American strategy

While Washington maintains 100% tariffs on Chinese EVs, Canada is taking a pragmatic approach, focusing on its economic interests. Mark Carney insists on Canada’s “specificity” and the priority given to the national economy, even if this position contrasts with that of the United States.

This strategy could make Canada a North American gateway for Chinese EVs and reshuffle the cards in continental value chains. Indeed, this agreement seems to produce potential winners and losers:

• The winners are consumers, with more affordable EVs, and canola growers, who gain privileged access to the Chinese market.
• Potential losers: traditional North American manufacturers such as GM and Ford, for example, who will be exposed to highly competitive Chinese competition, and the unions, which are worried about jobs, despite promises of local investment and industrial partnerships.
  

More than just the outright sale of EVs, this agreement could be the gateway to a partial overhaul of part of Canada’s transport economy. Under the agreement, the arrival of these EVs will serve as a lever to attract assembly plants and investment in the value chain (batteries, components, R&D), in order to stimulate the Canadian industrial ecosystem.

Technical consequences and infrastructure

The Chinese are keen to appeal to as many markets as possible around the world, and have developed their vehicles accordingly. Indeed, the EVs exported are adapted to the North American CCS standard, limiting incompatibilities. Nevertheless, installers will have to familiarise themselves with different electronic and software architectures, particularly for charge management and OTA updates.

The arrival of these vehicles could accelerate the densification and modernisation of the charging network, particularly rapid charging, if Chinese players participate in the roll-out of infrastructure.

Geopolitical and transition issues

The Mark Carney-Xi Jinping agreement illustrates a strategic repositioning of Canada: Ottawa is favouring economic pragmatism (affordable EVs + canola) over systematic alignment with Washington.

The bet is that accelerating the adoption of EVs will partially offset the risks associated with job losses in the traditional car industry and position Canada as a North American hub for electromobility.

The key question remains: will these Chinese EVs be able to win over a market accustomed to North American standards, and will this historic turning point generate more benefits than economic and political tensions?