Category: News

The government is stepping up its efforts on charging infrastructure in multi-occupancy buildings. Roland Lescure, Minister for the Economy, announced on Tuesday 21 March 2026 on RTL that the aim is to install electric charging points at 1.7 million parking spaces in block-of-flats by 2035. This addresses one of the main barriers to the adoption of electric vehicles in France.

The announcement: 1.7 million seats, 1.2 million more connections

By 2035, the government aims to enable the installation of charging facilities at 1.7 million parking spaces in residential blocks. Of these, 1.2 million will be new electric charging points – that is, spaces which currently have no charging facilities.

Roland Lescure made a blunt assessment on RTL: in this matter, “the real issue” is “often charging points”. “We’re told there aren’t enough charging points. What I can tell you today is that, thanks to the Caisse des dépôts et consignations, we’re going to increase the number of charging points in apartment blocks.”

The sentence is simple. But it conveys something important: the government recognises that the issue is no longer just the vehicle itself – since electric cars already exist, their prices are falling and their range is increasing – but rather the residential charging infrastructure in apartment blocks.

Logivolt: the component that changes everything

The key mechanism is Logivolt. This subsidiary of the Caisse des dépôts not only provides grants but also advances funds to housing associations. 

This is important for residents because, until now, installing charging points in a block of flats meant convincing a general meeting to approve the work, securing collective funding, and dividing the costs among owners in very different circumstances. The result: projects stalled for years, votes against the proposal, and entire blocks of flats left without access to home charging.

With Logivolt, the housing association funds the communal infrastructure without having to advance the funds. Only those owners who decide to install a charging point on their own property then pay a share of the cost. The others pay nothing. It is this model that makes voting at general meetings much simpler, because it removes the main obstacle: why should I pay for a charging point that I won’t use?

In practice, Logivolt does not install the charging points itself. The subsidiary of Caisse des Dépôts finances the communal infrastructure, then relies on approved operators to carry out the feasibility studies, construction work, connection and, subsequently, the operation of the charging points. For co-ownership estates, this is a key point: the scheme allows the project to be launched without having to advance the full amount of funds, and also allows residents to choose their own operator.

Increased support since 1 April

The minister’s announcement is part of a wider initiative. Since 1 April 2026, the grants available to housing estates wishing to install charging points in their car parks have been significantly increased. They now cover up to 50% of installation costs.

The subsidy for installing electrical infrastructure has seen its ceiling rise from €8,000 to €12,500 per building for car parks with up to 100 spaces. For car parks with more than 100 spaces, the subsidy increases to €125 per additional space, compared with €75 previously. To put these figures into perspective, for a large car park with 200 spaces, the difference between the two scales amounts to several thousand euros in additional public funding.

How is France doing when it comes to charging?

To understand why this plan specifically targets co-ownership properties, we need to look at the current state of the French network.

According to Enedis, by the end of 2025 there were around 185,000 publicly accessible charging points in France (municipal charging points, petrol stations, public car parks), 1.1 million in company car parks and 1.6 million at private homes. 

These figures are encouraging for the development of electric mobility in France, but they mask a structural imbalance. In fact, home charging is almost exclusively limited to owners of detached houses, who can install a charging point at home without needing anyone’s permission. For the millions of French people who live in flats, the situation is radically different. Their car park is communal, decisions are not theirs alone to make, and the process is infinitely more complex. It is this gap that the government is now attempting to bridge.

The real obstacle to the transition to electric vehicles

The lack of charging points remains, alongside range and charging time, one of the main barriers to buying an electric vehicle. And among these, home charging is a particularly significant factor: without a simple solution at home, using an electric vehicle becomes a hassle and leaves drivers reliant on the public charging network.

For residents of apartment blocks – of whom there are many in France – the plan announced by Roland Lescure will not solve everything straight away: the target of 1.7 million parking spaces by 2035 still requires convincing co-ownership associations and getting the work underway.

The electric Mercedes C-Class will be one of the star attractions at the upcoming Paris Motor Show (autumn 2026). It embodies the brand’s revival in the EV market, against a backdrop of growing competition from rivals such as BMW, Tesla and Chinese manufacturers

Objective: to modernise its image whilst remaining at the forefront of technological innovation, both on the road and on board

To become the brand’s best-selling electric model

Three months after winning the prestigious title of ‘Car of the Year 2026’ with the CLA, its compact four-door electric coupé, Mercedes-Benz has set its sights high with the launch of its new, fully electric C-Class. Historically, the C-Class has been the German manufacturer’s best-selling model (over 10 million units worldwide since 1982, including its predecessor, the 190). Its electric version must therefore also take on the role of best-seller. And success is by no means a foregone conclusion.

Having acknowledged the failure of the EQ range (nine EV models launched since 2016), Mercedes has overhauled its entire industrial electrification strategy by investing €2 billion in its European factories. Unlike the CLA, which is based on a multi-energy platform (MMA – Mercedes Modular Architecture), the technical platform for the electric C-Class is dedicated entirely to electric power (MBEA – Mercedes-Benz Electric Architecture), as is the case with the GLC SUV. Meanwhile, the petrol-powered C-Class remains in the range and will, in fact, be restyled next summer.

A Paris-Berlin journey with just one 10-minute ‘refuelling stop’

Manufactured in Kecskemét, Hungary, the electric C-Class measures 4.88 m (13 cm longer than the petrol-powered C-Class), giving it a generous wheelbase of nearly 3 m. Beneath the flat floor lies an NMC battery with a usable capacity of 94.5 kWh, enabling a range of up to 760 km under the WLTP cycle (pending certification). Thanks to its 800 V architecture, the C-Class will support charging powers of up to 330 kW, meaning it can recharge enough for 300 km in around ten minutes at a suitable DC charging point. Consequently, a journey from Paris to Berlin (1,054 km) can be completed with just one short stop. A compelling argument for the range of an electric car designed for long journeys.

489 hp, all-wheel drive

From its launch in late 2026, the sportiest version, the 400 4Matic, will go on sale: all-wheel drive, two motors (one on each axle), 489 hp and 0–100 km/h in 4.1 seconds. The gearbox has two ratios: the first is short for brisk acceleration and delivering torque in urban traffic; the second is longer to deliver power at high speeds, improving efficiency and range on the motorway. Optional features include rear-wheel steering and air suspension for an optimised and comfortable driving experience.

The Hyperscreen, the widest panoramic screen ever fitted to a Mercedes

In addition to its modern and elegant exterior styling (a grille featuring 1,050 light points, a sloping rear end and dynamic lines), screens are taking up an ever-increasing amount of space in Mercedes-Benz interiors. The C-Class is no exception. The latest generation of the 39.1-inch MBUX Hyperscreen, which spans the full width of the dashboard, is the largest screen ever fitted to a model from the brand. It is just as spectacular as the panoramic display featured in the EQS, the top-of-the-range model in the range. 

To bring this digital dashboard to life, the MB.OS operating system developed by Mercedes features an MBUX virtual assistant equipped with generative AI, capable of handling sometimes complex conversations and providing assistance with navigation or information retrieval in challenging traffic conditions. The materials used throughout the interior (Nappa leather seats, door panels and dashboard) are entirely new. Mercedes is thus the first manufacturer in the world to offer an independently certified vegan interior.

Strategy for global (re)conquest, led by China

In Europe, as in the rest of the world, the electric C-Class will not only have to establish itself in the highly competitive premium saloon segment (Audi A4 e-tron, BMW i3 Neue Klasse, Tesla Model 3), but above all it will have to contend with the pressure exerted by Chinese brands in recent months. BYD, Nio and Peng offer highly technological models, equipped with high-performance interfaces, offering long ranges, high charging capacity and much more attractive prices.

Reflecting this profound upheaval, Mercedes’ sales in China are plummeting: down 19% in 2025, and already down 27% since the start of the year. Yet this market is becoming crucial to ensuring a model’s economic success (increasing volumes and maintaining healthy margins). However, like established car manufacturers, the German brand must also step up its development of next-generation batteries (LFP, energy density) and software expertise (OTA updates, a simpler user experience).

The price of this new C-Class has not yet been announced, but it is expected to be around €55,000 to €60,000 for the launch model, the 400 4MATIC, due at the end of the year.

With over 11,000 registrations in March 2026 and a total of 24,751 vehicles in the first quarter, Leapmotor has made a significant breakthrough in Europe. The Chinese brand, which entered the European market less than two years ago, is now a major player in the European rankings. These figures demonstrate a genuine acceleration beyond a mere presence.

March 2026: one of the brand’s best months outside China

Let’s look at the figures: in March 2026, Leapmotor recorded over 11,000 registrations in Europe. This represents a 31% increase compared to February 2026, and a 754% increase compared to March 2025. So yes, these figures may seem staggering, but they need to be put into context. Indeed, Leapmotor only began its European operations in September 2024, followed by its expansion into the UK in March 2025.

What these figures reveal is a genuine surge in commercial activity, with a distribution network currently being established and models that are beginning to attract their target customer base. By March 2026, Leapmotor’s market share of electric passenger cars had reached 3.2% across Europe. Given how recently the brand entered the European market, this figure is particularly telling.

Markets where Leapmotor already has a significant presence

One of the figures reported by the Stellantis-owned brand is that, depending on the country, the brand is not growing at the same pace everywhere. Whilst its market share is still minimal in some countries, in others it is already impressive.

Italy is the most striking example: Leapmotor claimed a 33.5% market share of electric passenger cars there in March. Behind it, Poland stands at 5.4%, Spain at 2.3%, the United Kingdom at 2.2%, Austria at 2%, the Netherlands at 1.9%, Germany at 1.8%, Portugal at 1.6% and finally France at 1.12%.

Across the nine major European markets, Leapmotor even climbed to second place in the rankings for electric vehicle sales to private customers in March 2026, with a 7.6% market share – a rise of twenty places compared with March 2025.

A whole quarter of strong growth

Total sales for the first quarter of 2026 stood at 24,751 vehicles. Compared with Q4 2025, this represents an increase of 39%. Compared with Q1 2025, this is 706% higher.

These two comparisons tell two different stories. The 706% year-on-year increase suggests that the brand was starting from a very low base at the beginning of 2025, which puts the raw figure into perspective. However, the 39% increase compared with the previous quarter shows a steady acceleration, quarter after quarter.

And whilst it is commonly believed that the Chinese brand is not yet a market leader in Europe, the press release proves the opposite, as Leapmotor ranks among the top three in electric vehicle sales to private customers in the first quarter of 2026.

A core range led by the T03 and the B10

Leapmotor’s momentum in Europe is driven primarily by two key models. The T03, an electric city car in the A-segment, is the mainstay of the brand’s sales: as the brand’s best-seller, it accounts for 56.4% of the market share in its segment and ranks in the top 10 across all vehicle types. With a simple, accessible and competitive offering, it meets a demand that is still not sufficiently met by European manufacturers, despite increasingly visible efforts from several automotive giants.

Alongside it, the B10 marks the brand’s first move into a higher market segment. This newer electric C-SUV had already climbed to fourth place in retail sales within its segment by March 2026, confirming the brand’s ability to establish itself in more premium segments. In line with this expansion strategy, the imminent arrival of the B10 e-Hybrid range-extender, expected in May, should help attract customers who are still hesitant about fully electric vehicles.

A brand that’s here to stay, not just a passing fad

As you can see, these figures demonstrate a clear transition from an emerging start-up to a major player in the European electric mobility sector. It is important to remember that behind the figures lies the infrastructure. Leapmotor has rolled out a network in Europe that now exceeds 800 sales and service points, according to the brand’s communications, compared to 450 across 14 countries announced just a few months ago. This expansion of the sales network is what makes the growth in registrations credible over the long term. Because whilst you can double your sales in eighteen months, you cannot sustain that in the long run without having built the capacity to deliver, maintain and retain customers.

The results for the first quarter of 2026 show that Leapmotor’s gamble is beginning to pay off. The brand is fast becoming a force to be reckoned with.

On 20 April 2026, Porsche became the first manufacturer to unveil its GEN4 Formula E single-seater. Named the 975 RSE, it brings to life the regulatory framework that the FIA and Formula E had unveiled in November 2025. With this reveal, the German brand has therefore become the technical benchmark for the upcoming 2026/27 Formula E season.

A name, a story

The first detail revealed by Porsche is its name. It features the number 9, which is clearly an obsession at Porsche, as following the 911, the 918, the 919 and the 99X Electric, the 975 RSE is no exception. The number 75 preceding the 9 didn’t come out of nowhere: as the press release tells us, it refers to the 75th anniversary of Porsche Motorsport, which takes place this year, in 2026.

GEN4: the biggest development in the history of the sport

Porsche and Formula E aren’t mincing their words. According to them, the GEN4 represents the biggest technical leap since the championship was launched in 2014.

In normal mode, the 975 RSE produces 450 kW, or 616 bhp. In Attack Mode – a tactical activation that drivers choose by cutting through a designated section of the track – it climbs to 600 kW, or 816 bhp. That’s 71% more peak power than the GEN3. As for top speed, it is expected to reach 335 km/h, and the 0 to 100 km/h sprint takes around 1.8 seconds. This is indeed what Florian Modlinger, Director of the Formula E works team, announced: “The races should become even more exciting, as the new cars are considerably faster. The acceleration is impressive, and we’re expecting top speeds of up to 335 km/h.”

Another new feature of this generation is the permanent all-wheel drive system, a first in terms of consistency across all phases of the race. Combined with significantly higher levels of downforce than the previous generation – up to 150% more than the GEN3 Evo – the car promises a radically different experience for the drivers. Faster, more physical, and more demanding to control under braking.

Aerodynamics: the major innovation of the GEN4 era

This is one of the most noticeable changes in this new generation. For the first time in Formula E, two distinct aerodynamic setups will be used depending on the situation: a high-downforce package for qualifying and a low-drag package optimised for the race. This significantly increases cornering speeds, as well as energy consumption.

Olivier Champenois, Technical Project Manager for Formula E at Porsche Motorsport, sums up this development well: “Over the past decade or so, Formula E has become so fast that downforce is now essential. However, downforce inevitably generates drag and increases energy consumption.”

A machine that recovers as much energy as it consumes

But the big news of the day is undoubtedly the new Porsche, so let’s talk a bit about it. In terms of energy, the 975 RSE’s energy recovery system can reach 700 kW during braking, with between 40 and 50 per cent of the propulsion energy coming from regenerative braking. Electric braking alone can deliver up to 350 kW across both axles. The battery, standardised by the championship, is a lithium-ion battery with a usable capacity of 51.25 kWh.

Thomas Laudenbach, Vice-President of Porsche Motorsport, likes to point out that the sport and the cars involved are constantly evolving: “In 2014, drivers had to change cars mid-race because a single battery wasn’t enough to cover the full distance. Twelve years later, the GEN4 is approaching the performance level of a Formula 2 car. The progress made has been staggering.”

A team in a strong position

Porsche is not entering the GEN4 era as an underdog. As the manufacturer points out in its press release dated 20 April 2026, the 99X Electric, the current 100% electric single-seater in competition, has won four world titles. It is therefore logical to expect a transition to GEN4 with the aim of maintaining strong sporting continuity, with engineers who have mastered the discipline and a team that knows how to win.

However, this may not be the final version of this single-seater. Porsche has until October 2026 to finalise the hardware development before moving on to the software optimisation phase. FIA homologation is scheduled for the autumn, and the car is expected to make its racing debut in December 2026, at the official launch of the 2026/27 season.

In the meantime, Porsche’s two works drivers, Nico Müller and Pascal Wehrlein, seem impressed by it: “The new Porsche 975 RSE is a truly brilliant racing car; I think it’s going to wow a lot of fans and critics. I also like the way it looks; the aerodynamics give the car a no-nonsense look, and our livery for the tests is rather striking.” “I’m glad I was involved in the simulator work right from the start.”

Formula E is entering a new era

With GEN4, Formula E is entering a whole new dimension. Faster, more powerful, more demanding to drive, and still true to the championship’s sustainable ethos. The FIA has designed this generation with a circular economy approach in mind: 100% recyclable materials, at least 20% recycled content, and ethically sourced components.

The 975 RSE is the first tangible manifestation of this revolution. It hasn’t taken to the starting grid yet, but it looks ready to tear down the track at full speed, and it heralds an exceptional 2026/27 Formula E season.

With just a few months to go before the commercial launch, scheduled for late 2026, Dubai has just completed construction of a “vertiport” dedicated to electric air taxis, located near the international airport. In effect, a fully-fledged urban infrastructure is taking shape, designed to connect the city’s major hubs in a matter of minutes. A project which, in addition to introducing a new mode of transport, aims to make the sky a new functional layer of the metropolis.

One station completed, a network currently being rolled out

The first person to inspect the site was the Crown Prince of Dubai himself, Sheikh Hamdan bin Mohammed bin Rashid Al Maktoum. Following this visit, the Prince announced on his LinkedIn account: “The station is ready and forms part of a wider network comprising Downtown, Palm Jumeirah and Dubai Marina, which will be completed by the end of this year.” 

But what exactly does this involve? This station, built near Dubai International Airport (DXB), covers a total of 3,100 m² spread over four floors and two landing pads. Electric mobility goes hand in hand with charging, so it incorporates electric charging systems and all the passenger reception areas. Its target capacity is announced as 170,000 passengers per year and around 42,000 annual movements.

However, this first vertiport is just one part of a wider network. The initial network comprises four strategic hubs: DXB International Airport, Downtown, Dubai Marina and Palm Jumeirah. These four locations are all situated within a radius of 10 to 35 kilometres, a layout designed to facilitate short, frequent and cost-effective connections.

Ten minutes where the journey used to take forty-five

The figure that perhaps best sums up the project’s ambition is this: the journey between the airport and Palm Jumeirah, which takes around 45 minutes by road during rush hour, would be reduced to around ten minutes by air. That represents a potential saving of 20 to 35 minutes per journey, depending on traffic conditions.

Scaling this up to the network level, analyst Mahmood Abdulla, a specialist in UAE infrastructure, estimates in a projection – which he describes as illustrative – that this time saved would amount to between 57,000 and 100,000 hours per year for all users. In monetary terms, he puts the figure at between 8.5 and 30 million AED per year (equivalent to approximately 2.1 to 7.5 million euros per year). So, although these figures are not official data, they provide a concrete measure of the economic stakes involved.

We have already examined the various innovations in clean mobility in Dubai, and this fact is often highlighted: Dubai treats time saved as an economic value in its own right.

The Joby S4, the network’s flagship model

The aircraft selected to operate this network is the Joby S4, developed by the American company Joby Aviation. It is an eVTOL (electric Vertical Take-Off and Landing) with six tilting rotors, capable of reaching a cruising speed of 320 km/h, requiring no runway for take-off and producing very little noise. In terms of capacity, the aircraft can carry one pilot and four passengers, the equivalent of a ‘standard’ road taxi.

A brief overview of the brand: founded in the US, Joby Aviation is now regarded as the most advanced eVTOL programme in the US in terms of certification, with significant industrial backing, including from Toyota, which has invested $400 million in the company. As for the choice of Dubai as the first market for commercial operations, it is no coincidence: the city offers a favourable regulatory framework, identified premium demand, and a clear political commitment.

A comprehensive, shared ecosystem

The key strength of the Dubai project lies in the simultaneous development of its various components. Indeed, the infrastructure, the regulatory framework, the industrial operator and the property partners were all brought on board at the same time, with the aim of developing the project and moving it forward as quickly as possible.

To prove that these ideas, which may seem utopian, are not, what better way than to illustrate them with concrete examples? The Roads and Transport Authority (RTA) oversees the operational side. The General Civil Aviation Authority (GCAA), the Dubai Civil Aviation Authority and Dubai Air Navigation Services (DANS) oversee airspace and flight authorisations. Skyports Infrastructure manages the design and operation of the vertiports. And on the property side, players such as Emaar, Atlantis Resorts and Wasl Group are involved in the project, which anchors the stations in areas with very high concentrations of premium traffic.

This multi-tiered ecosystem ensures that the project does not depend solely on a technological breakthrough, but on coordination between regulators, operators and developers. It is precisely this integrated delivery model that sets Dubai apart from other major cities, which are still working to define their regulatory frameworks.

Dubai: a testing ground for urban air mobility

With the completion of this vertiport, Dubai has become one of the very first cities in the world to have a permanent commercial infrastructure dedicated to electric air taxis. 

However, there are still a few hurdles to overcome, such as the launch for the general public; indeed, whilst tests are currently underway, no commercial flights are yet available. What is certain is the roll-out schedule, which indicates that the service will be available to the public by the end of the year.

So, beyond innovations that look increasingly promising on paper, one question arises: can a city manage a third layer of transport infrastructure above its roads and railways, just as it already manages its buses and underground network? We’ll find out by the end of 2026. 

The shift towards electric vehicles is not only taking place on the road but is now making its way into the workshops at Bentley Motors. The British manufacturer has just unveiled a new range of workwear, designed specifically to support the evolution of its production lines as it prepares to launch its very first fully electric model.

Workshops that are changing… and equipment that keeps pace

In a press release issued in mid-April, Bentley Motors announced the roll-out of a new generation of workwear, designed specifically to support the transition of its production lines to electric vehicles.

This new uniform is directly linked to the technical requirements brought about by electromobility. Indeed, with the widespread introduction of high-voltage lithium-ion batteries in factories, new risks are emerging. Bentley has therefore developed clothing that complies with ESD (Electrostatic Discharge) standards, for use in so-called ‘electrostatically protected’ environments. The aim is clear: to prevent any electrical discharge that could damage sensitive electronic components or pose a risk to people. 

If we’re to get into the technical details, the press release reveals that these garments feature: 

• carbon-based conductive fibres capable of dissipating static electricity, 
• a lighter, more flexible and ergonomic design, tailored to operators’ new movements,
• increased durability, to meet the demands of an increasingly technical industrial environment,

The British manufacturer also explains that this equipment incorporates an environmental dimension. It is designed using materials sourced responsibly, and its life cycle has been redesigned to minimise waste, including end-of-life recycling solutions. 

A £2.5 billion industrial transformation

This shift is part of a much broader plan. Bentley has announced a massive investment of £2.5 billion over ten years to transform its historic Crewe site and accelerate its transition to electric vehicles. The programme aims to turn the British factory into a production hub dedicated to luxury electric vehicles, whilst modernising the existing infrastructure.

With these investments, Bentley has confirmed that its first fully electric model will be produced in the UK – a powerful symbol for the brand’s enthusiasts, despite the industrial challenges associated with electrification that all European manufacturers, in particular, are facing.

The first electric model is expected as early as 2026

But the reason Bentley has recently announced these new overalls for its mechanics is that its very first fully electric vehicle is set to be launched before the end of 2026.

Although not all of its features have been revealed, according to several corroborating reports, it could be named the Bentley Barnato, in reference to Woolf Barnato, an iconic figure in the brand’s history. This future model is expected to be a luxury SUV, a segment that is now a key player in the premium market.

According to various industry experts, the design is expected to draw inspiration from the recently unveiled EXP 15 concept, which offers a glimpse of what Bentley’s future electric design might look like: clean, taut lines, a distinctive lighting signature and a positioning that remains firmly at the very top of the market.

An adjusted but unchanged electricity strategy

Initially, like many European car manufacturers, Bentley aimed to fully electrify its range by the third decade of this century. However, like other manufacturers, the brand has recently revised its timeline to 2035.

Some electric vehicle projects have been postponed, demonstrating that the transition from the ultra-luxury segment to a fully electric range remains complex. However, the strategy remains unchanged. Bentley has confirmed the launch of its first electric model as early as 2026, with a gradual ramp-up in the following years.

A transformation that goes beyond the product

With this new generation of workwear, Bentley is sending a strong message: the transition to electric vehicles is not limited to the launch of a new model. It involves a comprehensive transformation, with the entire value chain evolving, from vehicle design right through to the production workshops.

As 2026 approaches, Bentley is doing everything it can to prepare for the launch of its first fully electric vehicle, so that it can compete with other manufacturers in this premium segment.

The highly anticipated Ferrari Luce, the Prancing Horse’s first fully electric supercar, will be officially unveiled at the end of May. It’s a car that looks like a risky gamble. In the supercar market, electric vehicles are struggling to win over customers seeking thrills and a sensory experience, despite record-breaking performance and acceleration. Faced with this wait-and-see attitude, manufacturers must adjust their strategy or pursue very different plans.

Ferrari and Lamborghini: heading in opposite directions

On 25 May in Rome, Ferrari will officially unveil the Luce, a fully electric supercar. With an output of 725 kW (around 1,000 hp), it promises a top speed of 309 km/h and blistering acceleration from 0 to 100 km/h in 2.5 seconds. Furthermore, the car will be powered by four electric motors fed by a high-capacity battery (122 kWh) and feature independent rear-wheel steering. Beyond its promising performance, fans of the brand are eagerly awaiting this reveal, having already seen a few photos of the completely innovative dashboard, designed by a former Apple designer.

In contrast, Lamborghini, the Prancing Horse’s long-standing rival, has just announced the suspension of its all-electric programme, which was due to power its future 2+2 Lanzador. The reason? “Investing heavily in a fully electric vehicle when neither the market nor customers are ready is a costly ‘hobby’ and financially irresponsible,” argues Stefan Winkelmann, CEO of Lamborghini, who prefers to focus on plug-in hybrids.  

As a symbol of this wait-and-see market for electric supercars, the two iconic brands are therefore taking very different paths. Which one will come out on top? 

Power outputs unattainable for combustion engines

It’s hard to say which strategy will prevail, but electric vehicles have been shaking up the supercar world for several years now. Amid stricter regulations on CO2 emissions and major technological advances, the young Croatian manufacturer Rimac Automobili made a breakthrough in 2020 with the Nevera: a 2,000 hp electric hypercar that has become a benchmark with its acceleration from 0 to 100 km/h in under 2 seconds. More recently, the Chinese luxury brand YangWang (BYD) broke the world speed record with the U9 Xtreme: 496 km/h, 6 km/h faster than the Bugatti Chiron Supersport 300+, the ultimate supercar with its 1,600 hp quad-turbo W16 engine.

When it comes to pure sportiness, electric technology has a lot to offer. It relies on one key advantage: immense, instant torque. A catapult-like effect from a standing start, power that can exceed 2,000 hp, or electronically controlled all-wheel drive powered by independent electric motors. Thrills on the track (or on the road in GT racing) therefore seem guaranteed, but electric cars struggle to convince when it comes to long-term performance (low range) and chassis agility (excess weight due to the batteries). Not to mention the absence of the sound and vibrations that characterise racing cars and delight their owners.

Porsche, Lotus and BYD lead the way

In the race against Tesla (Model S Plaid), Porsche launched its Taycan in 2019, notably its powerful Turbo S variant (775 hp and 0-100 km/h in 2.4 seconds, for 2.3 tonnes), which got off to a successful start, but sales have been plummeting for several months, prompting the German manufacturer to backtrack on the development of its future 100% electric supercars. The next 718, conceived as the ‘electric 911’, has also been put on hold.

A symbol of the revival of the British brand Lotus, which is benefiting from the electric vehicle expertise of its Chinese owner Geely, the Evija hypercar delivers 2,000 hp whilst keeping its weight down to 1,600 kg. With only 130 units produced, it serves as a showcase for the rest of Lotus’s electric range: the Eletre and the Emeya.

Chinese giant BYD is not to be outdone with its luxury brand, Denza. Its upcoming Z coupé embodies the Chinese supercar designed to rival the legendary Porsche 911. Following the unveiling of a concept car at the 2025 Shanghai Motor Show, BYD is expected to launch the Z in three versions, including a convertible and a track-focused model.

Lexus and Alpine are gearing up, whilst McLaren and Aston Martin are biding their time 

The strategies are not the same for other manufacturers expected to enter this sector. As for Lexus, the luxury brand within the Toyota group, the LFA – the supercar from the 2010s (V10 engine) – is set to make a comeback with a fully electric powertrain. The full details have not yet been revealed. Finally, Alpine is preparing an electric A110, a replacement for the combustion-engine coupé, featuring a 70kWh battery and an 800V architecture. Its expected performance figures are 0 to 100 km/h in 3.5 seconds and a top speed of 270 km/h.

Among the established supercar manufacturers lagging behind, McLaren is in no hurry to develop an electric range and is instead focusing on optimising its Artura hybrid. Aston Martin and Bentley are biding their time and monitoring market developments with a view to 2030. Meanwhile, Bugatti (which has electrified the Tourbillon) is guided by the strategic decisions of its owner Mate Rimac, whose Nevera takes pride of place in the catalogue.

When performance depends as much on the software as on the mechanics 

From a technological perspective, electric supercars outperform their combustion-engine counterparts, but the spec sheet alone is not enough to win over discerning and passionate customers. And sales are failing to take off. 

Adopting different strategies, manufacturers are focusing their efforts more on hybridisation, on-board artificial intelligence and remote adjustments. For their future models, they are forming partnerships with tech firms to develop cutting-edge software and electronics, such as Sony with Honda or Mercedes with NVIDIA. Potential buyers, for their part, are waiting to see how these technologies perform in competitive settings before taking a closer interest.

Ahead of the Beijing Motor Show, which begins next week, the Volkswagen Group is making its ambitions clear: to make China the centre of its transition to electric vehicles. With a ‘In China, for China’ strategy, the German manufacturer aims not only to catch up, but above all to establish itself as a technological leader in the world’s largest car market.

A strategy dictated by the size of the Chinese market

When it comes to electric vehicles, Volkswagen’s (re)positioning is no small matter. The group is, in fact, lagging significantly behind in the world’s largest market. China now accounts for nearly 60% of global electric vehicle sales, with over 8 million EVs sold last year. By way of comparison, Europe stands at around 3 million units and the United States at around 1.5 million.

In this context, the Group’s local strategy becomes vital. VW Group CEO Oliver Blume stresses: “It is essential to strengthen our presence in China to secure our global competitiveness.” Three years ago, we launched our ‘in China, for China’ strategy to fully harness the innovation potential of the Chinese market. The Volkswagen Group is well on its way to establishing itself as a global driver of technological innovation in the automotive sector.”

An unprecedented sales drive

Volkswagen has therefore announced a particularly aggressive launch schedule to make up for lost ground. More than 20 new electrified models (BEVs, PHEVs, EREVs) will be launched this year, amounting to a new vehicle launch every two weeks. In Beijing, the German group is unveiling four world premieres.

This acceleration puts the group on a par with local leaders such as BYD (15 new models in 2025), Xpeng and NIO, which have built their success on rapid development, continuous innovation and numerous product launches. However, it could also be seen as a forced response by VW, which is simply falling into line with this competitive pressure.

A new generation of locally designed vehicles

At the heart of this transformation lies a strong focus on localisation in development. In just 36 months, Volkswagen claims to have completely revamped its range for the Chinese market. 

It has to be said that the first-generation ID didn’t quite hit the mark. Among the criticisms from China and Europe were: unintuitive interfaces, recurring software bugs (and yet software plays a major role in the value proposition) and a user experience that fell short of that offered by competitors.

These difficulties are largely down to delays at Cariad, the group’s software division, which has suffered a string of setbacks and forced Volkswagen to postpone several strategic projects. Yet, in a Chinese market where the digital experience has become central (multiple screens, voice assistants, smartphone integration), this shortcoming has severely hampered the brand.

Reducing development time from 48 to 24 months

The flagship models of the new ID generation are the ID UNYX (co-developed with Xpeng) and the ID AURA (produced by FAW-Volkswagen). They feature a dedicated electronic architecture known as CEA (China Electronic Architecture). The aim is to design EVs with fewer (and more centralised) control units, faster OTA updates, advanced integration of ADAS and infotainment systems, and to offer Level 2+ driver assistance, automated city navigation and autonomous parking. These are all features in which Chinese competitors are already well advanced and which help to build customer loyalty.

Every vehicle in the VW Group will be developed within 24 months (compared with the usual 36 to 48 months), a crucial reduction in the development cycle needed to compete with local players.

From the affordable electric JETTA to the high-tech premium AUDI

To reach as wide an audience as possible, the VW Group plans to cover all market segments:

– Entry-level models under the JETTA brand, which is unveiling a concept in Beijing aimed at making electric vehicles more accessible, priced below €15,000 and even from €10,000 for the most basic models.

– The core of the market, embodied by Volkswagen’s new ID range, featuring models tailored to customer expectations (advanced connectivity, digital interfaces and distinctive design).

– The premium segment, reserved for the Audi and AUDI brands (a new entity launched specifically in China), featuring luxury saloons such as the Audi A6L e-tron, the AUDI E5 Sportback (voted Car of the Year in China) and the AUDI E7X1. These models are unlikely to be launched in Europe. The electric premium segment is experiencing dynamic growth (+30%), driven by tech enthusiasts.

The battle over software and autonomous driving

Beyond vehicles, Volkswagen is investing heavily in technologies such as advanced Level 2 ADAS systems (semi-autonomous driving), the ‘Navigate on Autopilot’ function in urban areas, and automated parking. These systems have been developed in collaboration with CARIZON, a joint venture specialising in intelligent driving.

The VW Group hopes to catch up with local leaders such as XPeng and Huawei, which are well ahead in the field of urban assisted driving in particular. Another growth driver for Volkswagen is the development of its own SoCs (systems on a chip), which enable the refinement of software, given that such software accounts for nearly 30% of an EV’s value.

A global challenge for Volkswagen

This push in China (‘Innovation Lab’, where the automotive hierarchy is being redefined) extends far beyond the local market. The success of this electric vehicle strategy will determine the group’s ability to remain competitive against Tesla, which remains the global leader in terms of brand image, and against Chinese manufacturers who are steadily gaining ground (BYD has become the world’s number one in terms of volume).

The Volkswagen Group is changing its approach by strengthening its strategic partnerships and decentralising decision-making. Or how a long-established manufacturer is no longer setting the pace and is attempting to reinvent itself at the speed of new entrants.

The 2026 Social Leasing scheme, originally scheduled for the autumn, has been brought forward to June to enable 50,000 low-income households to buy an electric car and thus no longer be at the mercy of oil price fluctuations. In addition to these, there are 50,000 ‘high-mileage’ applications aimed at professionals who rely on their vehicles. This means a total of 100,000 electric cars will be put on the road and subsidised. Which manufacturers will benefit? Will this scheme be enough to revive car production in France?

100,000 electric vehicles at low prices

For people on modest incomes, this will therefore mean 50,000 electric cars available on long-term lease with no upfront payment; and a further 50,000 electric vehicles reserved for ‘frequent drivers’, i.e. those in professions where a car is their primary work tool (care assistants, nurses, home helpers, tradespeople). That amounts to a total of 100,000 subsidised EVs – this is the government’s ambitious (and costly) objective in its plan to electrify our transport systems whilst freeing us from oil prices linked to geopolitical crises. Is this still the right approach to protect the automotive sector in France and Europe? Who stands to benefit? Will French factories be given preferential treatment? What are the limitations of this social leasing scheme?

Simplified eligibility criteria

The specific details regarding implementation and funding are yet to be finalised, but applications will open in June. The scheme is primarily aimed at low-income households earning less than €2,000 net per month. The requirement to drive 8,000 km per year or to travel at least 15 km per day to get to work is expected to be relaxed to make it easier to qualify.

This initiative is not only aimed at motorists who are particularly hard hit by soaring oil prices, but is also a welcome boost for manufacturers whose models are eligible for this long-term leasing scheme. It is even an ideal launchpad for the small electric cars that are increasingly appearing on the market.

Renault and Stellantis are well positioned

Starting with the French groups Renault and Stellantis, which accounted for three-quarters of sales in the previous 2025 leasing cycle. French manufacturers and their partners are offering an increasingly diverse range of models. At Renault, the new electric Twingo joins the R5, R4 and Mégane E-tech. Peugeot offers the e-208, e-308 and e-2008, whilst Citroën has the e-C3, e-C3 Aircross and e-C4, and DS is banking on the DS3 E-Tense. Among the foreign competitors are the Opel Corsa and Mokka Electric, the VW ID 3 and ID 4, the Fiat Grande Panda, 500e and 600e, and the Hyundai Inster and Skoda Elroq. This list could be expanded to include the latest models released in early 2026: the Nissan Micra (manufactured at the Renault plant in Douai), the Cupra Raval and the VW ID Polo, as well as the Kia EV2 urban SUV. Around forty models could therefore be eligible.

Non-eligible Chinese models

To ensure they remain accessible to as many people as possible, most models are city cars, small SUVs or compact cars, with a starting list price ranging from €20,000 to €30,000. The scheme stipulates that the vehicle must be manufactured in Europe and have a sufficient Ademe eco-score (a rating that calculates the carbon footprint of production and transport to the dealer). Furthermore, its price must not exceed €47,000 and its weight must be less than 2.4 tonnes.

These regulatory rules therefore automatically exclude all Chinese cars, which are often priced more competitively than European EVs. To date, all Chinese-made vehicles have been imported from Asia (BYD is set to open a factory in Hungary soon to manufacture on European soil and circumvent customs duties, amongst other things).

The limitations of leasing

Whilst financial assistance with the purchase is a significant starting point for encouraging the transition, the government has not yet addressed the issues that may arise regarding home charging. Installing a Wallbox-type socket (standard 7 kW) costs between €1,500 and €2,500. Not all residents of apartment blocks have access to a parking space with a socket or the option to have one installed if they wish. The cost of charging on public roads and at fast-charging stations (on motorways) is sometimes three to four times higher than at home. Not to mention that not all electric models eligible for leasing support ultra-fast charging and are fitted with small batteries whose range rarely exceeds 300 km. These are all practical factors that can dampen customers’ enthusiasm for buying. Indeed, the latest edition of the 2025 leasing scheme did not exactly draw crowds to the dealerships, and the 50,000 cars promised took a while to find takers… but at the time, a litre of petrol cost less than €1.60.

Only a third of leased cars are manufactured in France

From an industrial perspective, incorporating 100,000 ‘additional’ electric cars into the production plan also presents a challenging task for manufacturers. They will need to step up to the plate to keep pace, particularly as some have only just delivered the final cars under the 2025 leasing scheme and must adjust their commercial and promotional offers, which are likely to accompany this state-targeted subsidy.

Last year, only one in three cars under social leasing schemes came from a French factory. To give a few examples, among the star models expected at the 2026 show, the new Twingo is produced in Slovenia, the Cupra Raval in Barcelona, and the EV2 rolls off the production line at Kia’s factory in Slovakia. This is hardly enough to give French production a real boost.

Unveiled in late 2025 and available to order from early 2026, the new electric Twingo is now entering a decisive phase. The first deliveries are expected in the coming weeks, marking the concrete return of an iconic model in a 100% electric version. With this city car, Renault is laying a cornerstone of its strategy to make electric vehicles accessible, at a time when the market is entering a phase of mass adoption.

An electric Twingo that stays true to its roots but is designed with 2026 in mind

What is clear is that the new Twingo does not seek to compete with more powerful or technologically advanced models. Like its petrol-powered counterpart, which won over its audience with its simplicity and low price, it positions itself as a simple, compact and affordable small city car, designed for everyday journeys. Renault is targeting real-world, urban and suburban use here, a far cry from the sometimes unrealistic promises of certain higher-end electric vehicles.

In reality, the car is powered by a 60 kW (82 hp) motor, delivering 175 Nm of torque, and features a 27.5 kWh LFP battery. As for range, it’s a far cry from the Chinese top performers, as the brand claims a range of up to 263 km under WLTP. These figures aren’t particularly impressive, but they’re consistent given the segment this vehicle is in.

Renault’s intention here seems quite clear: to offer an affordable electric car that is a credible choice for a first-time buyer.

A neo-retro design that embraces its heritage

Visually – and this will immediately strike a chord with those feeling nostalgic – the 2026 Twingo has chosen to reinterpret the design cues of the first generation, with a compact size, rounded shapes and an instantly recognisable front end.

In terms of dimensions, it is indeed small, even though this version is slightly larger than its petrol-powered counterparts. It measures approximately 3.79 m long, 1.72 m wide and 1.49 m high. Its wheelbase is approximately 2.49 m. By way of comparison, the new Twingo is around 19 cm longer and around 7 cm wider, though it is 6 cm lower than the previous versions.

The round headlights, compact proportions and overall look clearly evoke the spirit of the 1990s, whilst incorporating modern features such as full-LED lights and a redesigned light signature. Unlike the criticism sometimes levelled at EVs – namely that they have bland, soulless designs – the Twingo really stands out and boasts a style all of its own. 

A simple, modern interior designed with practicality in mind

Inside, the design remains true to the model’s ethos: simplicity, clarity and practicality. The interior features a 7-inch digital instrument cluster and a 10.1-inch central display incorporating the openR link system.

The Techno trim level offers enhanced Google integration, a six-speaker Arkamys audio system and features such as ‘one-pedal’ driving with multiple levels of regenerative braking.

But the key point lies elsewhere: the Twingo retains its true versatility, with sliding and folding rear seats, as well as an optimised interior despite its very compact dimensions. The aim remains the same as it was in 1993: to offer a small car that is genuinely practical for everyday use.

Charging and technology: a small car, but a serious one

In terms of charging, Renault claims the battery can go from 15% to 80% in 28 minutes using a fast-charging station, which puts the Twingo in line with the segment average for urban and suburban use. It also features a 6.6 kW AC charger and a Type 2 socket on the front right-hand side.

Beyond the figures, the inclusion of features such as battery preconditioning, V2L and V2G (depending on the model) shows that Renault is positioning the Twingo as a modern city car that forms part of a comprehensive electric ecosystem.

A two-stage approach designed to broaden access

We must now turn to the price: at launch, the Twingo is available in the Techno trim, priced at around €21,090. An Evolution version, announced with a starting price of €19,500, is set to join the range at a later date – no specific date has been given, but it is certain to be before the end of 2026.

This is a tried-and-tested but effective strategy: launch the model with a well-equipped version, then gradually expand access with a more affordable variant. Renault is clearly targeting a key psychological threshold—under €20,000—to make electric vehicles more accessible to a wider audience.

Orders are now open; deliveries are imminent

Orders opened in early January 2026, marking the model’s commercial launch. But now a new phase is beginning: the first deliveries, expected in spring 2026.

This phase is crucial. It marks the transition from theory to practice, with the first customer feedback and the model’s entry into the everyday automotive landscape.

A returning icon, with over 30 years of history

The return of the Twingo cannot be fully understood without looking back at its history. Launched in 1993, the first generation made a profound impact on the car market with its simple, clever and affordable design. Over 4.15 million units were sold, making it one of Renault’s most iconic city cars.

The subsequent generations, in 2007 and then 2014, continued this philosophy, before the 2026 model marked a major turning point: the transition to an all-electric model.

Its design has evolved over the years, adopting a more “classic” look in 2014. This all-electric version draws on the design of the model’s very first iteration; nostalgia speaks volumes, and whether you’re a car enthusiast or simply a driver who lived through that era, this is welcome news. 

A key element of Renault’s strategy

Beyond the product itself, this Twingo embodies a vision. Renault is seeking to address a key market question: how to make electric vehicles truly accessible, without restricting them to higher-end segments.

The answer lies in several key strategic decisions: European manufacturing (in Novo Mesto, Slovenia), a more cost-effective LFP battery, aggressive pricing, and a focus on real-world applications.

In a declining A-segment market, the Twingo has thus become a strategic model. It enables Renault to maintain its presence in the small city car segment, whilst supporting the energy transition through sales volume rather than merely through its image.

Key takeaways

The 2026 electric Twingo marks the return of an iconic model in a version tailored to the modern age. Compact, affordable and designed for city life.

But beyond the product itself, this is also a real-world test for Renault. In a market where electric vehicles are often still associated with larger, more expensive models, the Twingo will have to prove that an A-segment model can still hold its own – and, above all, find its audience.

The first deliveries, expected in the coming weeks, will therefore be much more than just a launch: they will mark the start of a genuine industrial and commercial test of the accessibility of electric vehicles in Europe.