Category: News

Ford is going on the offensive again in the European market. After several years of holding back and restructuring, the American manufacturer has announced a major overhaul of its strategy, featuring a new generation of models designed specifically for European motorists. On the agenda: rally DNA, gradual electrification and ‘made in the EU’ production.

A European range shaped by sporting heritage

For over fifty years, Ford’s European division has built up a strong reputation in motorsport, particularly in rallying with the legendary Escort RS 1800 – world champion in 1979 – followed by the Sierra and various Focus RS WRC models. It is a legacy that the brand now aims to carry forward into its future vehicles, five of which will be launched for private customers by 2029. The aim is clear: to combine driving pleasure, precision and versatility, whether on mountain passes, cobbled city centres or winding country roads.

A small Bronco to be produced in Spain from 2028

One of the most talked-about announcements is the arrival of a new compact SUV from the Bronco family. This model, which is based on a ‘multi-energy’ platform, will be produced at Ford’s plant in Valencia, Spain, from 2028. More compact and more affordable than the current American Bronco models, this future SUV is aimed at the rapidly expanding market for urban crossovers with an adventurous look.

Three electrified models with a strong personality

In the medium term, among its other new models, Ford is promising a fully electric city car with a distinctive design. The brand recently signed a strategic partnership with the Renault Group to share the French manufacturing facility, the Douai plant in the Nord region, which already produces the R5. Also in development are a small, highly dynamic electric SUV inspired by the world of rallying and two multi-energy crossovers that will complete the range by the end of 2029.

In a European market that has become extremely competitive, Ford needs to stand out and is banking on the sporty and emotional appeal that these future models can offer. “We don’t build vehicles to meet regulatory requirements; we build them for the users,” insists John Baumbick, President of Ford Europe, pointing to a few missteps in Europe’s transition to all-electric vehicles. Ford therefore believes that greater account must be taken of the reality of charging infrastructure, the pace of consumer adoption and the constraints faced by professionals and small businesses.

Industrial partnerships at the heart of the strategy

In particular, the manufacturer advocates an approach that relies more heavily on plug-in hybrids (PHEVs) and extended-range electric vehicles (EREVs), which are regarded as credible transitional solutions.

This strategy is being launched alongside ‘Ready-Set-Ford’, a new global brand platform built on Ford’s expertise in productivity, performance and off-road adventures. In Europe, Ford will rely on major partnerships to remain competitive. These collaborations will help to speed up development cycles, share costs and secure supply chains across Europe. The US group will therefore strengthen its industrial ecosystem in Turkey, the UK and Morocco.

A new European identity for Ford

With this new strategy, Ford aims to turn the page on a difficult period in the European market. Following several years marked by restructuring and the discontinuation of iconic models such as the Fiesta and the Mondeo, the manufacturer is now seeking to rebuild a cohesive and emotive range. The combination of rally heritage, electrification and European production could enable Ford to reclaim a strong identity in the face of increasingly aggressive competition, particularly from Asia.

On the sidelines of the Nürburgring 24 Hours, Volkswagen unveiled the sporty version of the ID Polo bearing the famous GTI badge. With 226 hp and a 0–100 km/h time of under 7 seconds, the badge returns as a fully electric model, fifty years after the launch of the first car to bear these three now-legendary letters. Volkswagen thus joins Peugeot, Alpine, Opel and Lancia in the small EV sports car segment, with significant ambitions.

The Polo GTi, building on 50 years of history 

Having only just been launched, the ID Polo city car is already making a name for itself and has been awarded the famous GTi badge, first introduced in 1976 with the Golf. These three letters have always resonated with fans of small, agile, dynamic and accessible sports cars. Will the same be true of this electric ID Polo version? On paper, the specifications are impressive: a 166 kW motor delivering 226 hp to the front wheels, acceleration from 0 to 100 km/h in 6.8 seconds, and 290 Nm of torque distributed evenly thanks to a standard electronic limited-slip differential and an adaptive DCC sports chassis. Volkswagen promises a driving experience identical to that of a classic GTi, although the weight (1,540 kg) is increased by the 52 kWh NMC (nickel-manganese-cobalt) battery (approximately 424 km WLTP range).

GTi button on the steering wheel 

Unlike traditional GTis, which are more progressive in their handling, the electric version allows the car’s full dynamic potential to be unleashed at the touch of a new ‘GTi’ button on the steering wheel. The driving settings, steering and chassis settings are then instantly adjusted for maximum sportiness. In sport mode, the dashboard is bathed in bright colours and the displays change their graphic style. Furthermore, the brand’s designers have included numerous retro nods to the GTi lineage, such as red piping, a tartan pattern on the seats, and extensive red stitching on the dashboard, door panels and sports steering wheel. However, there is no mention of the return of an artificial engine sound in the cabin via the speakers.

A rather understated design

Aesthetically, the design remains faithful to the ID Polo, with its clean, balanced lines. The front bumper, side skirts and rear diffuser have been redesigned to create a more dynamic look. GTi badges are featured in various places on the Tornado Red bodywork, the historic GTi colour. The overhangs are short, the 19-inch alloy wheels are unique to this model, and the headlights feature ‘IQ Light’ matrix LED technology.

The ID Polo GTi is based on the MEB+ platform, which is already used for the Cupra Raval. It will go on sale from next autumn, with prices starting at €39,000. 

There’s plenty of choice when it comes to sporty electric city cars

The ID Polo GTi is entering a rapidly growing market: small electric sports cars. Almost all manufacturers now have a model of this type in their range. The advantage is that these are ‘image’ cars; they are designed to prove to the public that electric vehicles can be fun and high-performance, whilst also offering manufacturers more comfortable profit margins. Among the stars of the segment are: 

• Alpine A290: 220 hp, 300 Nm of torque, 0–100 km/h in 6.4 seconds. Price: from €41,700.
• Peugeot e-208 GTi: 280 hp, 350 Nm of torque; it is based on the current e-208 (which is due to be replaced in 2026). Price: from €42,000.
• Opel Corsa GSE: 281 hp, maximum torque of 285 Nm and 0–100 km/h in 5.5 seconds. Unveiled at the Paris Motor Show.
• Lancia Ypsilon HF: 280 hp, top speed of 180 km/h and 0–100 km/h in 5.6 seconds. Price: €42,400

• Cupra Raval VZ Extreme: 226 hp, 1,610 kg, 52 kWh battery. Price: from €45,500.
• Ford Fiesta ST EV: an upcoming model, expected to be based on the Alpine A290 platform thanks to the industrial partnership between Renault and Ford.

Niche market

Following the gradual disappearance of GTis and small sports cars with combustion engines, there was a void to be filled in the hearts of enthusiasts and ‘fun-seeking’ customers. Cars that are suitable for everyday use, free from penalty charges, far more powerful than their predecessors and boasting strong acceleration (torque), these little powerhouses have plenty to offer. But they are also much heavier, very expensive and still have a limited range (between 300 and 400 km in real-world use, and therefore much less on a track or under intensive use). Furthermore, the absence of engine vibration and sound robs these sports cars of the joyful, spirited nature that once made them so successful. 

Whilst this niche market for small, zippy electric cars remains very marginal, the range of models on offer is expanding rapidly, driven by the shared-platform strategy adopted by automotive groups (Stellantis, Renault, Volkswagen, etc.). The question remains: will nostalgia for these famous logos from the 1980s and 1990s be enough to spark enthusiasm for these ‘thrill-seeking’ electric cars?

Faced with increasingly aggressive competition from China in the affordable electric vehicle market, Renault is stepping up its game. At a conference organised in London by the Financial Times, François Provost, CEO of the French group, called on the European Union to freeze new regulations on small cars for ten years. According to him, this stability would allow European manufacturers to focus their resources on a key challenge: bringing down the price of compact electric cars to speed up their adoption.

Renault is calling for a regulatory pause

It was at the Future of the Car conference that François Provost, CEO of the Renault Group, took the floor. He argued that European car manufacturers were now facing a mounting number of constraints that were slowing down innovation and driving up development costs.

He therefore spoke out on the matter in the hope of prompting a response from European decision-makers. “What I am proposing to the EU is that we take the current regulations as they stand – the ones that apply to the R5 and the Clio – and freeze them for 10 years.”

According to him, this stability would allow engineers to focus more on reducing costs and electrification. “All our engineers, who are currently facing a deluge of European regulations, will be able to devote time and resources to bringing prices down,” he added.

The message sent to Brussels is clear: for Renault, the priority is no longer to impose new obligations, but to make small European electric cars more competitive.

Electric city cars are becoming the focus of the battle

But to fully understand what we’re talking about, we need to explain what these regulations are. For several years now, European manufacturers have had to incorporate new regulations with almost every new generation of vehicles: the widespread introduction of mandatory driver-assistance systems, stricter cybersecurity standards, new software requirements, driver monitoring systems, increased constraints on batteries, emissions reductions, and obligations relating to repairability and over-the-air updates. These developments require more development, engineering and equipment, including in small cars where every euro counts in the final price.

The reason Mr Provost is calling for a freeze in this segment is that small electric cars are emerging as a strategic segment of the European market. For Renault, the transition to electric vehicles can only truly become widespread with affordable city cars.

And in this area, Chinese manufacturers are really stepping up a gear. The commercial success of the Renault 5 E-Tech is currently enabling the French group to maintain strong momentum, with turnover up 7.3% in the first quarter of 2026. But at the same time, groups such as BYD and Geely are stepping up their push into compact electric vehicles. Geely, in particular, is preparing to launch a model in France that is directly positioned to compete with the electric R5.

Brussels is already considering a new category of vehicles

The proposal backed by Renault is in line with discussions already underway at the European Commission. Last December, Brussels had raised the possibility of creating a new category of small electric cars known as “M1e”.

The aim would be to encourage the development of simpler and less costly models, in particular by limiting the introduction of new regulatory requirements for a period of ten years. François Provost supports this approach, whilst making it clear that he “does not recommend reducing the level of regulation, but rather freezing it”.

For Renault, this distinction is important: it is not a question of lowering safety or environmental standards, but of avoiding a constant increase in regulation that places a particular burden on compact cars.

A European industry under pressure

This request highlights the pressures currently facing the European automotive industry. Manufacturers must fund their transition to electric vehicles, invest in batteries and software, maintain their profit margins, and so on, whilst competing against Chinese rivals who are often able to offer cheaper models.

However, small cars are also the most difficult to make profitable. Regulatory and technological costs account for a much larger proportion of their costs than they do for premium vehicles. For Renault, the challenge therefore goes beyond mere industrial considerations: it is a matter of preventing Europe from falling behind in one of the most strategic segments of electromobility.

The electricity market continues to grow rapidly

This announcement comes as the European market continues to gain momentum. According to the Automotive Platform (PFA), registrations of new electric vehicles surged by 48% in France over the first four months of 2026.

This growth is being driven both by European models such as the Renault 5, the French brand’s star model, and by the massive influx of Chinese brands. The recent rise in fuel prices is also helping to accelerate the shift towards electric vehicles among both private individuals and businesses.

In the wake of François Provost’s appeal, one question now stands out clearly: can Europe still produce small electric cars that can compete with those from China? For Renault, the answer lies primarily in simplifying the regulatory framework in order to give European manufacturers greater room for manoeuvre.

To consolidate its position in a rapidly changing automotive world, Lotus, the British brand now owned by the Chinese manufacturer Geely, is reorienting its strategy. Having previously focused heavily on electric vehicles, the “Focus 2030” plan marks a return to internal combustion engines through hybridisation. A prestige supercar with an electrified V8 engine is expected to be launched in two years’ time.

Performance-oriented cars

Lotus is adjusting its plans to address global challenges and maintain its competitiveness. As a reminder, the British brand was founded in 1952 by the ‘rebellious spirit’ Colin Chapman, the man behind the philosophy: ‘light is right’ – in other words, ‘the lighter the car, the better its performance’. True to this philosophy, Lotus has made a name for itself in Formula 1 and has always designed sporty, agile and sensational cars for its customers (Esprit, Elan, Elise…).

In 2017, the Chinese giant Geely acquired the ‘small’ British carmaker, whose sluggish sales were threatening its survival. Today, the range includes three electrified models: the Emeya (GT), the Eletre (SUV) and the Evija (hypercar), but their sales remain fairly modest and are not enough to ensure the company’s survival in a globalised and rapidly changing automotive industry.

Multi-engine strategy

The ‘Focus 2030’ plan is therefore designed to strengthen the brand and relaunch a multi-powertrain strategy to meet customer expectations and adapt to the varying regulations across different regions of the world. In collaboration with its main shareholder, Geely Holding Group, Lotus is reorganising its technological development and manufacturing facilities. Lotus UK and Lotus Technology are expected to merge into a single entity in the near future.

Design in the UK, R&D in China

Ultimately, Lotus will continue to offer a flagship supercar with a 4-cylinder or V6 internal combustion engine (the Emira), but will primarily focus on PHEVs (plug-in hybrids) and BEVs (battery electric vehicles), aiming for a sales mix of 60% PHEVs and 40% BEVs.

In practical terms, design and engineering operations remain based in the UK, the brand’s birthplace and the foundation of its motorsport expertise, whilst R&D is managed from China to drive innovation and enable a faster ramp-up in the markets.

X-Hybrid, with a range of up to 1,200 km

The first example of this new strategy will be the launch in Europe, in late 2026, of the X-Hybrid technology in the Eletre SUV, under the name Eletre X. This ‘super hybrid’ is based on a 900 V architecture, featuring a 952 hp electric motor (935 Nm of torque) and promises a range of 350 km in all-electric mode, and 1,200 km in total (without refuelling or recharging). The 70 kWh battery can be charged from 20% to 80% at a fast-charging station in 9 minutes. It accelerates from 0 to 100 km/h in 3.3 seconds. This technology has just been introduced on the Eletre “For Me” model sold in China, and over 1,000 pre-orders have been placed in a single month.

A supercar with a hybrid V8 engine in 2028

Furthermore, this multi-powertrain strategy marks a return to Lotus’s historic performance heritage. The next evolution of its hybrid technology will power a supercar, codenamed Type 135. This all-new supercar will be powered by a hybrid V8 engine developing over 1,000 hp, likely designed by Horse, a joint venture between Geely and Renault. It will be produced in Europe and is expected to launch in 2028. At this level of power, the rivals for this future Lotus include the Ferrari 849 Testarossa and the Aston Martin Valhalla, both of which are also hybrid supercars. Whilst fans of the brand may recall the legendary V8-powered Esprit, there is no indication that the future model will be its replacement. However, the Theory 1 concept unveiled in 2024 could serve as the design basis for this new hybrid GT coupé.

Target: 30,000 sales per year

In addition to this clearly defined product strategy, Focus 2030 also sets out commercial objectives to ensure Lotus’s long-term profitability: achieving stronger margins, offering greater customisation options for buyers, and scaling up to 30,000 annual sales as the range is completed. Driving pleasure, cutting-edge engineering and bold styling: the path forward is clear; all that remains is to realise these ambitions and bring Lotus back to the forefront.

With a time of 6’55’’533, the Taycan Turbo GT—specially prepared for the occasion (Weissach package and Manthey kit)—has broken the lap record on the Nürburgring Nordschleife in Germany. On this long and demanding benchmark track, the Stuttgart-based manufacturer is thus reigniting the battle for ‘symbolic’ supremacy among high-end electric supercars, in which Chinese brands have been actively participating for several years.

9 seconds faster

Porsche can proudly celebrate its success. The Taycan Turbo GT, fitted with the Weissach package and an aerodynamic kit from tuning firm Manthey, has set a record lap time of 6’55’’533 on the Nürburgring Nordschleife in the high-end electric vehicle category. The German sports car has beaten the previous record set by a model of similar power – the Xiaomi SU7 Ultra (7’04’’957, set in April 2025) – by 9 seconds. This achievement is no small feat, given the fierce rivalry that has developed between Western and Chinese manufacturers in the field of electric performance.

The Northern Loop, a benchmark route

The title of the fastest production electric car on the demanding German circuit is synonymous with expertise and excellence, and allows manufacturers to highlight the exceptional dynamic capabilities of their models. It is a matter of credibility for this cutting-edge technology. The Nordschleife, nicknamed the ‘Green Hell’, is a 20.832 km track, winding through the Black Forest. With over 70 bends, a surface that is sometimes uneven and a rugged terrain, this track has become a mecca for sports cars and supercars from around the world. Setting a lap record here is therefore a benchmark.

Optimised aerodynamic design

Three years after setting a previous record, Porsche has repeated the feat by specifically tuning its Taycan Turbo GT. The car, fitted with the Weissach package developed by Porsche’s motorsport department, features several enhancements. Combined with the kit from tuning firm Manthey Racing, the package delivers increased power, improved suspension, a more efficient drivetrain and enhanced aerodynamics. Downforce is more than tripled compared to the standard model. The engine’s power (600 kW) can gain an additional 130 kW in ‘Attack’ mode, bringing the total to nearly 1,000 hp. The top speed reaches 310 km/h and launch control torque is 1,270 Nm. “On the Nordschleife, you can really feel how much more stability and confidence the car offers in the fast sections and under braking,” explains Lars Kern, the Taycan Turbo GT driver. 

With this ‘honorary’ title on this legendary track, Porsche is, of course, promoting this technology to its customers, but the aim of such a record is primarily a form of soft power, at a time when Chinese manufacturers – experts in electric powertrains – are regularly putting their cars through their paces on the Nordschleife to establish their credentials.

YangWang’s previous record has been broken

In August 2025, YangWang, the high-performance subsidiary of the automotive giant BYD, became the first production electric car to break the 7-minute barrier (6’59’’157), with the U9 Xtreme, a four-motor supercar boasting over 3,000 hp. The same car that had beaten the Bugatti Chiron’s speed record (496 km/h) added another feather to its cap. This new record at the Nürburgring, on European soil, allowed BYD to show the world that its technology is just as at home on the straights as it is in the corners, and that it has no qualms about pushing the boundaries with a car weighing over 2.4 tonnes. A truly symbolic achievement.

Tesla had paved the way

This spring, by setting an even faster lap time with a car that, on paper, has less power, Porsche has made a major impact and reignited the battle in the electric sports car segment between Western and Asian brands. In June 2023, Tesla had paved the way with the Model S Plaid and an already remarkable time of 7’25’’231. Since then, a race has been underway between engineers, drivers and aerodynamics specialists to beat the lap times, attempt after attempt. It is worth noting that the fastest car of all time on the Nordschleife remains… a Porsche with a hybrid engine: the 919 Hybrid Evo prototype (in 5’19’’546), an absolute record set in 2018.

Long regarded as the most competitive fast-charging stations on the market, Tesla Superchargers are seeing their prices rise in France. At some stations, the price now exceeds €0.70/kWh during the day for non-subscribers. This is a subtle but significant increase, which could reshuffle the deck in the face of increasingly aggressive competition.

Price rises are now evident at many resorts

Tesla has been using dynamic pricing across its network for several years. The price of charging varies depending on the time of day, how busy the station is, its location and electricity market conditions.

Until now, this strategy has mainly enabled the company to offer very competitive rates, particularly in the face of competition from players such as Ionity and TotalEnergies. However, over the past few weeks, a significant rise in prices has been observed at many French charging stations.

In the Paris region, for example, some charging points now charge particularly high rates during the day. Our colleagues at Génération-nt have noted that at the Parly 2 station in the Yvelines, the price can rise to €0.74/kWh between 10am and 7pm for drivers without a subscription. Other stations, such as Livry-Gargan, also reach €0.70/kWh at certain times, compared with around €0.45 previously. This represents an increase of up to 55% at some sites.

In practical terms, fast charging at Tesla can now cost as much, or even more, than at some competitors traditionally regarded as premium brands.

Charging has become much more expensive for non-Tesla owners

However, not all users are affected in the same way. Tesla owners automatically benefit from the network’s best rates. Drivers of electric vehicles from other brands can access these same terms via the Supercharger subscription, which costs €11.99 per month.

The cost difference quickly becomes significant when charging a full battery. For a 60 kWh battery charged from 10% to 80%, the bill can range from around €17 to nearly €30, depending on the user’s status and the time of day chosen.

On a long journey, the cost becomes even more apparent. A journey from Paris to Lyon requiring two quick charges can now cost a driver using a Tesla Supercharger without a subscription and charging during the day as much as €40.

Tesla is now focusing on “two-speed” charging

Tesla’s strategy now seems much clearer: to make charging during peak hours more expensive whilst maintaining extremely competitive rates at night.

For despite this overall increase, the American manufacturer continues to offer particularly competitive rates during off-peak hours. Between approximately 10 pm and 8 am, the rate drops to around €0.30/kWh for standard users, and can fall as low as €0.20/kWh for Tesla owners and subscribers. At these levels, Tesla remains virtually unbeatable in the ultra-fast charging market.

Charging a 60 kWh battery from 10% to 80% therefore costs a subscriber around €8. Few competing networks are able to offer such competitive rates at fast-charging stations.

This pricing policy is clearly designed to even out visitor numbers at the stations and encourage overnight charging, when energy demand is lower.

The Supercharger subscription is becoming almost essential

With this new pricing structure, the €11.99 monthly subscription takes on a much more strategic importance. Tesla estimates that it becomes cost-effective once you’ve used around 80 kWh from the grid per month, which is the equivalent of two to three fast charges a month. 

The savings can quickly add up. With an average difference of around 15 to 30 pence per kWh between subscriber and non-subscriber rates.

Competition is now much more aggressive

This price rise is also taking place at a time when rival networks are becoming more established. Indeed, operators such as Electra, Atlante, Ionity and Fastned now offer more powerful infrastructure, modern charging stations and, above all, subscriptions that are often cheaper.

Electra, for example, offers a subscription for €9.99 per month, allowing customers to charge at €0.29/kWh on its network. Atlante follows a similar strategy, offering preferential rates across several partner networks.

The result is that Tesla no longer automatically enjoys the cost advantage it had just a few years ago. For some electric vehicle drivers, checking price comparison apps before plugging in has now become essential.

Why is Tesla raising its prices?

There are several factors that may explain this trend.

Firstly, the gradual opening up of Superchargers to vehicles from other manufacturers has significantly increased usage of the network. More vehicles means more peaks in energy consumption and, consequently, higher supply costs for Tesla.

Furthermore, the manufacturer continues to invest heavily in expanding its charging infrastructure across Europe. These costs must be covered.

Finally, this increase is also part of a broader commercial strategy: to make owning a Tesla or subscribing to the company’s service even more appealing.

Tesla remains formidable but is no longer unbeatable

Despite this increase, Tesla retains several key advantages: the reliability of its charging points, the simplicity of the payment process, the density of its network and its charging performance.

But Tesla’s dominance is far less clear-cut these days. During the day, Superchargers can now be among the most expensive options on the market for non-subscribers. Conversely, at night, Tesla remains one of the most competitive operators in Europe.

On Thursday 7 May 2026, Lexus unveiled the Lexus TZ, the Japanese brand’s new large, all-electric SUV. It heralds a new vision of luxury for the Japanese manufacturer: transforming the car into a true ‘Driving Lounge’, a space designed as much for the journey as for the drive itself. With this 5.10-metre-long model and its three rows of seats, Lexus is not simply seeking to launch a new electric family SUV. Above all, the manufacturer wants to demonstrate how electrification can redefine the in-car experience, combining silence, comfort, refinement and immersive technologies.

A new chapter in Lexus’s electrification

The launch of the TZ is part of the far-reaching transformation Lexus has been undertaking for several years. Following the Lexus UX 300e, the Lexus RZ and the various hybrid models in the range, the brand is now stepping up its efforts in the premium all-electric vehicle segment.

The TZ is thus the largest electric SUV ever produced by Lexus and demonstrates the manufacturer’s ambition to move upmarket in the sector for large, premium electric family cars. The Japanese manufacturer is no longer just talking about electric mobility, but about a new way of travelling.

Chief Engineer Takeshi Miyaura sums up this philosophy:

“We have sought to offer a new Lexus experience (…) In addition to the traditional ‘seeing, riding and driving’ experience, we now offer the pleasure of ‘spending time’ inside the vehicle.”

An approach that stands in stark contrast to conventional electric SUVs, which often focus on performance or pure technology.

An SUV designed as a true ‘Driving Lounge’

At the heart of the TZ project lies this new concept, dubbed the ‘Driving Lounge’. The idea is simple: to transform the cabin into a premium relaxation space, inspired by traditional Japanese architecture and the principle of Omotenashi hospitality, which is so dear to Lexus.

In practical terms, the TZ features a six-seat layout with three rows of seats and two individual ‘captain’s’ seats in the second row.

In terms of dimensions, the vehicle measures 5.10 metres in length, 1.99 metres in width and 1.70 metres in height. These dimensions give the SUV a wheelbase of 3.05 metres, resulting in a particularly spacious interior. The press release states that the absence of a transmission tunnel or fuel tank has allowed the rear seats to be lowered, thereby improving passenger comfort.

Even the third row offers plenty of legroom and headroom – a feature that is rarely impressive in seven-seater electric SUVs. The large panoramic sunroof, billed as the largest ever fitted to a Lexus, plays a major part in creating this sense of space.

A high-tech and ultra-refined interior

Lexus goes to great lengths to perfect the interior ambience.

The TZ features a new generation of slimmer, more sculpted seats; those in the front and second rows are heated and ventilated, whilst the third row can also be fitted with heating, depending on the model.

The interior design takes a minimalist approach, featuring an extremely slim dashboard that incorporates the new ‘Responsive Hidden Switch’ controls. Hidden when not in use, they appear when a hand approaches the surface.

The 12.3-inch digital instrument cluster works in conjunction with a 14-inch central multimedia screen based on the new Arene software platform.

In particular, the system enables connected cloud navigation;

• advanced management of electric vehicle journeys;
• smart charging planning;
• remote updates;
• a digital key that can be shared with six users;
• advanced streaming and connectivity features.

The package can be complemented by a 21-speaker Mark Levinson audio system with 3D sound. This truly creates an interior designed for spending time in and for making every journey, long or short, a pleasant experience.

An exterior design that combines power and aerodynamics

Visually, the TZ boasts an imposing yet very fluid silhouette. Lexus refers to this as ‘Provocative Simplicity’, a new design direction that blends minimalist elegance with a confident presence.

Despite its substantial size, the aerodynamic design achieves a drag coefficient of just 0.27, which is particularly low for an SUV of this size.

The front end features the new Lexus design language, with a modernised interpretation of the grille and double-L light signatures. Viewed from the side, the semi-flush door handles, large, taut surfaces and aerodynamic 20- or 22-inch wheels reinforce the model’s premium feel. At the rear, the sloping roofline and flared wings give the TZ a very imposing, almost stately stance.

Up to 408 horsepower and a range of 530 kilometres

Let’s now turn to the technical specifications of this Lexus TZ. It will be available with two electric powertrains featuring DIRECT4 all-wheel drive.

The first will be the Lexus TZ 450e, which will produce 313 horsepower (230 kW). The second, the Lexus TZ 550e, will be equipped with a 408-horsepower (300 kW) engine and will accelerate from 0 to 100 km/h in just 5.4 seconds.

As for the battery, both versions are powered by the same 95.8 kWh lithium-ion battery. The claimed range varies between 480 and 530 kilometres, depending on the version. 

When it comes to charging – a key factor for an EV – the SUV supports AC charging up to 22 kW and, more importantly, DC fast charging up to 150 kW. This means the battery can be charged from 10% to 80% in around 35 minutes.

A driving experience designed with comfort as the top priority

Although the TZ produces up to 408 horsepower, Lexus places greater emphasis on comfort and control than on pure sportiness.

The SUV features a reinforced chassis, a specially designed suspension, rear-wheel steering, advanced electronic braking, and energy recovery with five adjustable settings.

The DIRECT4 system automatically distributes torque between the axles to improve stability and traction. It also features the ‘Interactive Manual Drive’ system, previously seen on the RZ, which simulates the operation of a virtual eight-speed manual gearbox.

Lexus aims to reinvent the large premium electric SUV

With the TZ, the Japanese manufacturer is seeking to offer an alternative that differs from the ultra-technological or highly showy approaches already on the market.

Whilst some competitors focus primarily on performance or maximum range, Lexus places the time spent on board, quietness, comfort and serenity at the heart of the project. A very Japanese vision of luxury that is now going electric. The TZ will go on sale in France in early 2027.

The return was eagerly anticipated, and we already know more about it. With the new Opel Corsa GSE, the German brand is marking the return of its sporty city car, but with a radically different approach. Gone are the combustion engines of the old GSi and OPC models; in their place is a high-performance electric compact. It is part of the manufacturer’s wider transformation, as it now seeks to combine electrification with driving pleasure in a segment where ‘small sports cars’ had almost disappeared.

A radical Corsa… and the most powerful ever produced

A few weeks ago, the first details and images of the Opel Corsa GSE were revealed during testing at the Nürburgring, and we now know a little more about it. On paper, this Corsa GSE marks a real generational leap. With 207 kW (281 hp) and 345 Nm of torque, it is quite simply the most powerful production Corsa in history.

Whilst the manufacturer had already predicted impressive performance figures, with 0–100 km/h in 5.9 seconds, this sporty little city car will actually reach that mark in 5.5 seconds. This figure places it firmly in the territory of much larger sports hatchbacks. Top speed is limited to 180 km/h, a standard choice to preserve range and manage thermal efficiency.

There are three driving modes to suit your preferences:

• a Sport mode that unleashes the full power,
• a Normal mode limited to 231 hp,
• and an Eco mode limited to 150 km/h to prioritise fuel efficiency.

Opel has fitted a 54 kWh battery under the floor, combined with a dedicated thermal management system, which is essential for maintaining performance over the long term.

A bold design, blending tradition and modernity

Visually, too, we know more, and the least we can say is that Opel isn’t going for a low-key look. The Opel Corsa GSE boasts a distinctly sporty design, crafted to be instantly recognisable.

At both the front and rear, the bumpers feature a sharper design, with redesigned air intakes and vertical elements that visually emphasise the car’s width. The wider wheel arches, highlighted by black trim, reinforce this more aggressive stance.

The look is dominated by 18-inch alloy wheels, fitted with Michelin Pilot Sport 4S tyres (215/40 R18), which are clearly performance-oriented. Behind these specially designed wheels, the apple-green Alcon brake callipers bearing the GSE logo are clearly there to catch the eye – a small detail, certainly, but one that immediately emphasises the car’s sporty character. The black roof and rear spoiler visually lower the car’s profile.

Inside, the German brand pays homage to its classic sports cars whilst updating the design language. The sports seats feature Alcantara inserts with integrated headrests, finished in a black, grey and yellow chequered pattern – a direct nod to the classic GSi models. The yellow seatbelts further reinforce this identity.

The atmosphere is both more high-tech and more immersive. The driver is faced with a customisable digital instrument cluster, complemented by a 10-inch central touchscreen. According to the brand’s press release, these interfaces incorporate data specific to the GSE world: G-forces, acceleration performance, battery management and real-time dynamic information.

The return of a historic crest in a new era

Behind this Corsa GSE lies an image issue as well. The GSE label – which stands for “Grand Sport Electric” – is gradually replacing the brand’s former sports designations, namely GSI and OPC.

A repositioning that has already begun with the Opel Mokka GSE, and which reflects a clear ambition: to make electric vehicles a source of excitement.

The Corsa GSE thus follows in the footsteps of the Corsa GSi of the 1980s and the OPC models of the 2000s, but with a new challenge: to prove that driving pleasure can survive the move away from the internal combustion engine. This is, in fact, what the sceptics of electric technology are trying to convince us of.

An electric strategy that’s all about enjoyment too

With this model, Opel is confirming a major trend: the return of high-performance small sports cars, made possible by electric power. The absence of penalty charges, instant torque and high performance are breathing new life into a segment that had virtually disappeared under regulatory pressure. It will be positioned in the same segment as the Peugeot e-208 GTI, the Lancia Ypsilon HF, the Abarth 600e from Fiat, and the future Volkswagen ID.Polo GTI.

The Corsa GSE, along with the rest of the Blitz brand’s sports range, will be officially unveiled at the 2026 Paris Motor Show, ahead of its expected launch by the end of the year. However, the price has not yet been announced. 

Volkswagen is banking on the reputation of its legendary Polo to make its debut in the rapidly expanding market for electric city cars. The ID Polo embodies the brand’s DNA: a universally appealing design, remarkable interior space, versatility and a starting price of €24,995 for the ‘small battery’ version (325 km range). Manufactured in Spain, the Renault R5’s new rival will hit the roads at the end of the summer.

The Polo: over 20 million units sold in 50 years 

With the launch of the ID Polo, Volkswagen is continuing the legacy of a popular and world-renowned car, with over 20 million units produced since 1975. The Polo has long been nicknamed ‘the Ant’ for its robustness and reliability, all packed into the unassuming body of a small car. The 100% electric ID Polo aims to capture these qualities of versatility. “The ID Polo is arriving at just the right time in a rapidly expanding market: that of electric city cars,” says Sylvain Charbonnier, Managing Director of VW France. “When you see it, you immediately recognise the VW style through its design and the quality of its materials. We’ve included plenty of nods to the original Polo, such as the speedometer. This ID Polo carries on the brand’s legacy and, without being presumptuous, we’re very confident in its ability to appeal to electric car drivers.” 

The spaciousness of a Golf in the size of a Polo

Measuring 4.05 m in length (2 cm shorter than the petrol-powered Polo, which remains available in the range), the ID. Polo is built on the new MEB+ platform used across the Volkswagen Group (notably the Cupra Raval and Skoda Epic). This architecture creates more space on board, including rear legroom and a boot with 25% more capacity: 441 litres (up to 1,240 litres with the seats folded down). It offers the interior space of a Golf within the dimensions of a Polo. Five people can therefore be accommodated on board and should be more comfortable than in a Renault R5, its designated rival. This is a factor that should weigh heavily in users’ decisions. The quality of the materials and the redesigned ergonomics, with more physical controls (one button, one function), mark a correction of the flaws previously noted on the ID models.

Two battery capacities

The VW city car will be available with two battery capacities: a ‘small’ 37 kWh battery (LFP chemistry) offering a range of 325 km, paired with either a 116 hp or 135 hp motor. However, from launch, it is the “large” 52 kWh battery version (NMC chemistry), with a range of 450 km and a 211 hp motor, that will be available to order. “Unlike our competitors, we offer fast charging as standard across the entire ID Polo range,” explains Sylvain Charbonnier. “As customers become increasingly interested in electric technology, it is important to provide this charging convenience. For the small battery, it takes 24 minutes to charge from 20% to 80%, and 3 minutes longer with the large battery.”

From €24,995

Already available to order, the entry-level ID Polo (37 kWh battery and 116 hp) starts at €24,995. Volkswagen manufactures the batteries and assembles the car in Europe, so the model is eligible for the ‘Electric Vehicle Incentive for Private Individuals’, bringing the price down to €19,825. In terms of price, it sits in the lower-middle range of European electric city cars. However, it is not yet clear whether the ID Polo will be eligible for the government’s relaunched social leasing scheme, although the model is expected to receive the eco-score, according to ADEME criteria.

The start of a long list of IDs

This launch marks the start of a major wave of electrification across the VW range. Eight models will be rolled out gradually. The ID.3 Neo (a revamped version of the ID.3) – a rival to the Renault Megane e-Tech – arrives next July. The ID. Polo will feature a sporty GTI variant. The Paris Motor Show will be the venue for the unveiling of the ID. Cross (an SUV derivative of the ID. Polo). “This expanded range is justified in the French market,” emphasises the CEO of VW France. “The geopolitical context encourages us to continue with electrification, although our electric sales were already doing well even before the crisis. By 2025, 30% of Volkswagens sold were electric, with the ID 3 and ID 4 leading the way.” 

The Polo ID is set to amplify this trend, particularly as the German brand is under pressure from the arrival of more affordable Chinese models. “This competition must challenge us and push us to perform better and listen to our customers. Did you know that 2 million motorists in France drive a VW? We must therefore continue to satisfy them with today’s technologies,” says Sylvain Charbonnier.