Category: News

The French government has confirmed that the ecological bonus for electric vehicles will be maintained in 2026. The maximum amount will be increased to €5,700. This decision is designed to support French and European production.

An extended and reinforced helping hand

The French Minister for the Economy, Roland Lescure, announced on France Inter on Wednesday that the ecological bonus would be extended. According to him, it will even be increased for certain categories of vehicle. This measure is part of the drive to promote electrification and local production. In 2025, the bonus will reach €4,200 for low-income households and €3,100 for others. In 2026, it could exceed these amounts for vehicles manufactured in Europe.

This increase should benefit a greater number of buyers, particularly those who are still hesitating for financial reasons. The eligibility criteria will remain the same: only new electric cars that comply with the eco-score and are produced in Europe will be eligible. What’s more, the additional bonus for European batteries could bring the total aid up to €6,700.

Encouraging French and European production

Roland Lescure insists on the importance of supporting local industry. According to him, “the best-selling electric vehicle in France is a Renault 5 manufactured in Douai”. This success underlines the role of national production in the ecological transition. The government’s aim is to stimulate both responsible purchasing and the development of low-carbon electricity.

Support for European manufacturing is also part of a wider industrial strategy. By favouring vehicles produced on the continent, the government hopes to reduce dependence on imports and secure jobs in the automotive sector. This approach is accompanied by support for households to make the switch to electric cars easier.

Assistance modulated according to income and vehicle characteristics

Since July 2025, the ecological bonus has been reformed in the form of the “coup de pouce véhicules particuliers électriques” bonus. The amount varies according to income, and can be as much as €4,200 for low- and middle-income households. The most affluent households receive a smaller bonus of €3,100.

From October 2025, an additional bonus of €1,000 will be added for cars fitted with a European battery. By 2026, support could rise to €5,700 for low-income households, €4,700 for low-income households not on low incomes, and €3,500 for others. If the European battery bonus is maintained, the total amount could exceed €6,000.

A strategic lever for the energy transition

The extension and increase in the ecological bonus is part of France’s drive to reduce CO₂ emissions and modernise the car fleet. The financial incentives encourage the adoption of electric vehicles and promote investment in decarbonised energy.

At the same time, the government is betting on the electrification of uses, including individual and professional mobility. The measures adopted aim to combine ecology, industrial competitiveness and economic accessibility. Households, manufacturers and the energy industry are being invited to participate in this transformation.

Towards a more accessible electric future

This announcement should boost sales of electric cars and reinforce France’s image as a player in the energy transition. The combination of the ecological bonus and the additional premium could make electric vehicles more affordable for many French people.

By supporting national and European production, the government hopes to create a virtuous circle: more sales, more local production, and a reduced environmental impact. The measure, which comes into force in 2026, promises to send out a strong signal to industry and consumers alike.

The new Avatr 06 is attracting attention for its exceptional range and futuristic design. It could quickly win over the European market. With a competitive price and advanced Huawei technology, it is positioned as an ambitious model for 2025.

Record range to appeal to demanding drivers

Avatr 06 will be available as a 100% electric vehicle or as a range-extending hybrid. The BEV version features a 72.88 kWh LFP battery supplied by CATL, offering up to 650 km on the CLTC cycle. The single-motor model delivers 252 kW, while the dual-motor version develops 440 kW, with a range of 600 km.

This EREV (extended-range electric vehicle) version combines a 231 kW electric motor with a 1.5-litre turbocharged combustion engine. This configuration acts as a generator to extend the range to 800 km. Thanks to the 800-volt architecture, rapid recharging is also possible, considerably reducing waiting times and improving driving comfort.

Futuristic design and luxurious interior

The design of the Avatr 06 is inspired by the Avatr 2.0 concept, with modern, balanced lines. Its dimensions are adapted to European roads: 4.85 m long, 1.96 m wide and 1.45 m high. Recessed handles and optional rear-view mirrors with screens improve the Cx (coefficient of drag) and give it a very futuristic look.

Inside, the 7m² cabin features premium materials and zero-gravity front seats with 16-point massage. The 25-speaker Meridian audio system delivers immersive sound, while Huawei’s Harmony OS provides a seamless interface. ADS 3.0 assisted driving is based on high-precision lidar and 27 sensors for optimum safety.

A clear international strategy

Since its appearance at the Munich Motor Show in 2024, Avatr has been demonstrating its European ambitions. This car is designed to meet the expectations of Western drivers, with dimensions adapted to their needs and a practical hybrid option. The brand is targeting a public that appreciates technology, comfort and long range.

The trio of Changan, CATL and Huawei are each contributing their expertise to create a competitive saloon. Changan provides the automotive know-how, CATL supplies reliable batteries, and Huawei develops the on-board technology and driving aids. This combination could make the Avatr 06 a direct rival to the Tesla Model 3 and BYD Han.

Performance, technology and comfort: a winning trio

The Avatr 06 stands out for its range, power and ultra-connected cabin. Its twin electric motors rival those of Western models, while the EREV version provides extended range for long journeys. Huawei components offer an advanced multimedia system and powerful semi-autonomous driving, enhancing the user experience.

Its sleek design, luxurious materials and comfort-enhancing technologies will appeal to discerning drivers. Scheduled for launch in China in the second quarter of 2025, the Avatr 06 could quickly become a benchmark among premium electric saloons. In Europe, its optimised dimensions and range-extending hybrid technology could appeal to a wide audience, offering a credible alternative to Western vehicles.

A look at the competition

The Avatr 06 enters an already highly competitive market, with established models such as the Tesla Model 3, BYD Han and Nio ET5. These cars offer ranges close to 600 km, but often at higher prices or with less on-board technology. The Avatr 06 is an attractive alternative, thanks to its range/price ratio and powerful engine.

Compared with Tesla, the 06 offers a comparable technological experience, notably with Harmony OS and ADS 3.0 assisted driving. Compared with BYD Han and Nio ET5, it offers a reliable CATL battery and a hybrid version with range extender. This combination of range, performance and comfort could appeal to a demanding European public, ready to try out an innovative Chinese manufacturer.

A year has passed since the first tests between Chronopost and Electra (November 2024) and the assessment seems to have given ambition. More deliveries, less CO₂ and a sustainable fleet with a target of 43% low-emission vehicles by 2030. In Paris, 100% “clean” delivery is already a reality.

Ultra-fast terminals and a dense network

Since November 2024, Chronopost has been experimenting with Electra charging stations of up to 400 kW, which is rare in the French ecosystem. With this level of power, vehicles can regain their range in just 12 to 20 minutes, compared with several hours at conventional charging points. This time saving is a real game-changer: delivery drivers can do more rounds without having to take long breaks. And the results are clear to see: with these kiosks, the number of daily deliveries has risen from thirty to almost 100, according to internal figures. For its part, Electra offers an already solid network: more than 579 stations open today and powerful charging stations capable of recharging up to 400 km of range in 20 minutes. These stations can be accessed via the Electra app, which allows users to reserve their charging point in advance, guaranteeing a charging point when their vehicles need it.

The Electra network covers a large area, giving Chronopost ultra-fast terminals close to its depots. This logistical density offers considerable flexibility: delivery drivers don’t waste time going too far to recharge, and branches can plan their rounds more fluidly. Feedback from the teams on the ground is largely positive: the stations are well located, access is controlled and operational support is responsive. At the same time, Chronopost is strengthening its urban infrastructure via its Espaces Logistiques Urbains (ELU) and its “ChronoCity” miniboutiques, located in the heart of neighbourhoods. These sites enable parcels to be centralised and then delivered using light vehicles, further reducing the carbon footprint of urban distribution.

Towards an ever-greener fleet

Currently, 21% of the Chronopost fleet is electric, i.e. around 1,345 vehicles. The ambition is to reach 3,188 electric vehicles by 2030, i.e. 43% of the fleet. This is a real gamble on “sustainable delivery” and carbon footprint. Chronopost is not starting from scratch, however: for several years it has been investing in low-emission vehicles (electric, NGV, bicycles). In Paris, for example, 100% “clean” delivery is already a reality, with a fleet of electric and NGV (natural gas for vehicles) vehicles. In Nantes too, Chronopost has installed terminals and put 100% electric vehicles on the road. In some branches, such as Valence, recharging stations have been added to support this transition. Electrifying deliveries significantly reduces emissions: in Paris, transport by “clean” vehicles avoids 560 tonnes of CO₂ and 99% of fine particles. Chronopost is thus aiming for a greener logistics model while maintaining fast delivery times.

Finally, in terms of CSR, the company is confirming its commitment: it recently obtained the Platinum EcoVadis rating, one of the highest scores in its sector. The electrification of deliveries has a real impact on CO₂ emissions and urban pollution. In Paris, the project has already significantly reduced street pollutants while maintaining reliable delivery times. This model proves that ecology and logistics performance can go hand in hand. In terms of social and environmental responsibility, Chronopost has a solid commitment: the company renewed its Platinum EcoVadis certification in 2024, with a score of 81/100. This score reflects not only its efforts to green its fleet, but also progress in ethics, responsible purchasing and governance.

Limits and future challenges

Although the results are largely positive, a few challenges remain. The maximum power of Electra terminals depends on vehicle compatibility: not all vehicles can take full advantage of this speed. Another constraint is that the possible saturation of the charging points can temporarily reduce their efficiency. Finally, to ensure the long-term viability of this strategy, Chronopost must continue to invest in its infrastructure and in optimised recharging solutions, while ensuring that these investments are profitable or at least viable in the long term. But so far, the company seems to be making good progress in this direction. Thanks to its partnership with Electra, Chronopost is succeeding in a twofold challenge: increasing the speed of its deliveries while significantly reducing its carbon footprint. While there are still many technical and logistical challenges, the initiative is a good illustration of how electric vehicles can transform the last mile of delivery, making cities cleaner and routes more efficient.

Chinese manufacturer Nio has taken the surprising step of discontinuing its 150 kWh battery. This technology promised over 1,000 kilometres of range, but demand never followed. This decision highlights the real expectations of drivers when it comes to the development of recharging infrastructures.

Extreme autonomy that doesn’t appeal

On paper, Nio’s 150 kWh battery seemed revolutionary. In particular, it was fitted to the ET7 saloon and could cover more than 1,050 kilometres according to the Chinese CLTC cycle. In Europe, this represents around 900 kilometres on the WLTP cycle. However, despite this impressive performance, customers have not embraced it. According to William Li, CEO of Nio, the battery was used mainly as a marketing tool rather than for practical purposes. Several hundred units were produced in China, but these numbers were insufficient to maintain production.

The main drawback is the high cost. The battery cost 47,500 euros, the price of a complete Nio ET5. Even the monthly rental scheme, offered as an alternative, did not appeal to motorists. Most consider that a range of over 400 kilometres is already sufficient, especially with today’s recharging infrastructure.

Changing recharging habits

Driver behaviour has changed considerably in recent years. Previously, use was evenly split between 75 kWh and 100 kWh batteries. Today, only 3% of customers choose the 100 kWh battery. The proliferation of fast-charging stations and the development of battery swapping have reduced the need for extreme range. As a result, recovering a full battery in three minutes is becoming more practical than a long journey without a break.

This transformation has also changed Nio’s strategy. The brand now prefers to invest in the deployment of exchange stations rather than produce expensive batteries that are rarely used. William Li points out that this choice responds directly to the needs of customers in the field, rather than to marketing ambitions.

Strategic choices for Europe

Nor will Nio be offering the 150 kWh battery in Europe. The additional certification and testing would have made the introduction too complex and costly. Instead, the company wants to develop its network of exchange stations, seen as a more efficient solution for everyday use. This decision underlines a growing pragmatism, prioritising the user experience over autonomy records.

However, the recent closure of the only battery swapping station in Denmark illustrates the logistical challenges. Despite these occasional obstacles, Nio remains confident in this technology. The company is relying on gradual deployment and practicality to convince its customers, rather than on impressive but unhelpful figures.

A lesson for the electric vehicle market

The abandonment of the 1,000 km battery reveals an interesting paradox: drivers want range, but not necessarily extreme range. The real challenge lies in accessibility and speed of recharging. Nio demonstrates that innovation is not limited to technical performance, but must respond to the real needs of users.

This choice could influence other manufacturers. Rather than focusing on the race for maximum range, optimising infrastructure and everyday practicality now appear to be priorities. Ultimately, the success of electric vehicles will depend as much on practical solutions as on technological prowess.

Towing a trailer or caravan with an electric car may still seem unlikely. However, this use is becoming credible thanks to the rapid progress in the sector. The TCS (Touring Club Schweiz) now provides a detailed perspective on what electric vehicles can really do. It highlights their strengths, but also their limitations, particularly in terms of range and charging.

When electric meets towing

The idea of using an electric vehicle for towing may still surprise some, but certain models already rival conventional cars. For example, the Tesla Model X can tow up to approximately 2,250 kg according to the manufacturer’s manual. Its instant torque makes starting with a load, accelerating, and climbing steep inclines easier. This power also reduces the risk of overheating, which is common in some conventional clutches under heavy load. Currently, a few models such as the Mercedes G 580 electric or the Maxus eTERRON 9 can even tow up to 3.5 tonnes, placing them on par with good combustion vehicles. However, power alone does not guarantee safety. Vehicle balance remains essential for safe driving. The TCS notes that roll-assist systems improve stability but never replace precise setup. Load distribution and tongue weight always play a major role in the behaviour of a towed combination.

Even with these systems, towing a trailer requires constant vigilance. The TCS emphasises the importance of a properly calibrated vertical load to avoid dangerous reactions. A poorly balanced trailer can cause oscillations that neither the ESP nor the electronics can correct effectively. Electronics remain a support, not a miracle solution. The driver must adapt their driving, reduce speed, and anticipate every movement. An EV offers instant traction, but it never replaces careful driving.

Range and consumption: the real challenge

In reality, electric towing primarily presents a range challenge. Towing a trailer increases consumption and reduces the distance between charges. Travelling with a trailer in an EV is possible, but only with careful planning. Energy loss must be anticipated, the right charging stations selected, and longer breaks scheduled. Furthermore, current infrastructure complicates matters. Unlike petrol stations, it is often impossible to charge while keeping the trailer attached. Many charging points require perpendicular parking or tight manoeuvring. In most cases, the driver must detach the trailer, which inevitably extends the stop. This constraint can also block access for other users, creating extra stress for the driver and even potential collisions.

To address this, the TCS highlights a useful solution: the “eTrucker” app. It allows filtering for charging points accessible without detaching the trailer. Originally intended for electric trucks, this feature also benefits electric cars with trailers. It helps plan charging stops and reduces surprises. However, this solution is temporary. The real need concerns charging points designed for vehicles with a tow. Developing such infrastructure will become crucial if towing with EVs becomes widespread.

Technology ready, but an ecosystem still in transition

According to TCS tests, electric vehicles are fully capable of towing. Differences in consumption between an EV and a conventional car towing a trailer are generally limited. Technology is therefore no longer a barrier. Instant torque, no clutch, and smooth driving are real advantages. However, this use requires much stricter organisation than with a conventional vehicle. For example, other models such as the Mercedes EQC can tow up to approximately 1,800 kg according to specialist guides. More recently, sedans such as the Audi A6 e-tron report towing capacities of around 2,100 kg. Remaining obstacles are therefore not mechanical or technological, but logistical. The charging network is not yet adapted for vehicles towing a trailer. It remains designed for short, unattached cars. As long as this situation persists, long trips with a trailer in an EV will require more preparation and patience.

From the Circuit Paul Ricard, Genesis has lifted the veil on its GV60 Magma, the first production Magma model. This version completely rethinks the concept of the sporty electric SUV. Fans of performance and design will be delighted by this bold, futuristic vehicle.

A style that makes its presence felt

The GV60 Magma is immediately distinguishable from the classic GV60 thanks to its wider, lower silhouette. The front bumper has three pronounced openings, optimising both air flow and cooling. In profile, the body is lowered by 20 millimetres and the wider wings accommodate 21-inch wheels fitted with 275-mm tyres. These changes underline the attention paid to aerodynamics and handling. At the rear, the bumper incorporates a special diffuser, while the spoiler on the tailgate adds an aesthetic and functional touch.

Inside, Genesis blends luxury and sportiness. Black dominates, punctuated by orange and grey stitching and matching seatbelts. The steering wheel features additional controls for driving modes and the boost function. The instrumentation is unique, featuring exclusive Magma themes and offering an immersive experience. Chamude, a material reminiscent of suede, adorns the seats and console, reinforcing the premium character of the cabin.

Mechanics designed for performance

Under the bonnet, the GV60 Magma is more than just a pretty face. It combines two electric motors, one per axle, offering a total output of 609 bhp and 740 Nm of torque. A single button activates Boost mode, which boosts power to 650 bhp and torque to 790 Nm for 15 seconds. This configuration enables the car to reach 200 km/h in just 10.9 seconds thanks to Launch Control. Genesis also offers three driving modes and a Drift mode, guaranteeing sensations and agility on the track. The brakes, suspension and steering components have been optimised for a sporting experience worthy of hypercars.

In addition, the VGS system simulates gear changes and the sound generator recreates the ambience of a combustion engine. In this way, the driving experience combines electric sensations with traditional emotions. Thermal optimisation of the battery ensures that performance is maintained even during extended dynamic sessions.

An ambitious European strategy

Genesis is thinking big for the next decade, and Europe is at the heart of its ambitions. After a timid start, the manufacturer intends to make a name for itself with its high-performance electric models. The Magma programme is the main thrust of this strategy, combining luxury, technology and performance. The GV60 Magma will serve as the gateway to future models, including saloons and large SUVs, and even dedicated competition models.

Deliveries will begin in South Korea in early 2026, followed by Europe and North America. The GV60 Magma paves the way for a future in which Genesis aims to rival Porsche, Polestar and Cadillac in the premium electric segment. Although the price remains unknown, it promises to be a highly anticipated vehicle for lovers of performance and innovation.

A technical heritage inspired by the Ioniq 5 N

The GV60 Magma is based on the E-GMP platform used by the Hyundai Ioniq 5 N, but with a refined and luxurious approach. The two electric motors deliver 790 Nm of torque in boost mode, enabling a 0-100 kph time of less than 3.5 seconds and a top speed of 264 kph. Its suspension, recalibrated with Hydro G silentblocks, improves comfort and agility, while braking is reinforced to cope with the power.

Sporty styling is matched by precise detailing. Side skirts, rocker panels and a functional rear spoiler enhance aerodynamics, while the interior combines sobriety and sparkle. The displays and instrumentation adopt a Magma theme, and the steering wheel incorporates controls for the boost function and driving modes. Genesis strikes a subtle balance between luxury, performance and immersive technology.

Towards a complete Magma family

The GV60 Magma paves the way for a complete series of high-performance models. From the G80 saloon to the GV80 SUV, Genesis plans to roll out the Magma programme across its entire range. The brand aims to transform its image and establish itself as a major player in sporty electric luxury. With the GV60 Magma, Genesis combines distinctive design, extreme power and innovative technologies. Europe and then North America will be able to discover this first model from 2026, heralding a new era of Korean performance on the international market.

In just a few years, the Chinese firm Xiaomi has transformed what looked like a daring gamble into a genuine industrial reality. Production is booming, the first models are solid, profitability is fast approaching and the company is scheduled to arrive in Europe. Xiaomi is no longer an outsider; it is now one of the hottest electric carmakers on the market.

Dazzling growth destabilises the industry

2025 clearly marks a change of dimension for Xiaomi in the world of electric cars. Those who saw the brand as an over-confident newcomer are now being forced to reconsider. Barely four years after launching its automotive division, Xiaomi has already passed the symbolic milestone of 500,000 electric vehicles produced. For such a young brand, this is more than just an achievement, it’s a message sent to the entire industry.

Sales momentum is following the same upward trajectory. Over the year as a whole, Xiaomi plans to deliver more than 400,000 cars, far exceeding its initial ambitions. And the pace is not slowing: more than 40,000 units sold in October 2025, a level already reached in September. This is no longer an isolated “good month”; it’s now a solid trend, showing that Xiaomi is not just experiencing a moment of grace, but rather a rise to power with lasting ambitions.

Lightning profitability and a perfectly mastered range strategy

The industrial performance is impressive, but the profitability is perhaps even more so. While the majority of new manufacturers take years to break even, Xiaomi has announced a profitable first quarter as early as 2025, just 18 months after the launch of its automotive division. In the third quarter, electric vehicles generated 28.3 billion yuan in revenue (around €3.4 billion). This performance places Xiaomi among the rare new players capable of eventually approaching the industrial and financial standards set by giants such as Tesla and BYD. This lightning success is due to a method that is well known to the brand: extensive integration, strict cost control, a locked-down software ecosystem and extremely rapid decision-making. In fact, Xiaomi is applying to the automotive sector the recipe that has made it so successful in the tech sector: iterate quickly, optimise continuously and lock in the user experience in a coherent environment.

On the product side, the strategy has been clear since the launch of the SU7, a sporty saloon with sharp styling, reminiscent of the philosophy of a Taycan that passed through the Xiaomi laboratory. With its taut lines, meticulous aerodynamics, advanced software integration and aggressive price/agility positioning, the SU7 set the tone. The manufacturer then extended its range with the YU7, a premium SUV based on the Modena platform. Available with rear- or all-wheel drive, and boasting 691bhp and a claimed range of between 660 and 740km WLTP, it’s right up there with the big boys. Recharging time is another point worth highlighting. Xiaomi claims a range of 220 km in five minutes, a technological showcase that confirms the manufacturer’s ambition to become a benchmark in electric performance.

A major new player shaking things up

Xiaomi clearly has no plans to remain confined to Asia. The company is preparing for its arrival in Europe by 2027, and it’s not doing so lightly. The brand is setting up an R&D centre in Munich, with the task of adapting future vehicles to European requirements: stricter safety standards, more rigorous road holding, revised acoustic comfort, adapted thermal management and specific calibration for high speeds on motorways. At the same time, Xiaomi is continuing to strengthen its image through communications focused on performance, software innovation and in-house records. The idea is clear: Xiaomi wants to establish itself as the most technologically advanced electric vehicle manufacturer even before it reaches European dealerships.

Just as it has done in the smartphone market, the brand could be banking on a formidable cocktail of aggressive pricing and technical excellence. The least we can say is that, in just a few years, Xiaomi has gone from ambitious challenger to future heavyweight in global electric mobility. Exponential production, solid models, early profitability, clear international ambitions… All the signs are that Xiaomi has set in motion a sustainable dynamic. In a rapidly reshaping electric market, the manufacturer is already establishing itself as one of the players capable of reshuffling the deck on a global scale.

The Lola-DGR project is shaking up the certainties of motorsport by announcing unprecedented performance. Designed by Lucas di Grassi, this 100% electric concept promises to be faster than an F1 car on certain circuits. However, despite its stated ambition, the car has not yet taken to the track and remains at the virtual prototype stage.

Designed outside any regulations, the prototype is intended to prove that absolute performance is not the exclusive preserve of internal combustion engines. The simulations unveiled by the team predict astonishing lap times, notably in Monaco, where it would outperform a Formula 1 car by several seconds per lap.

An idea born to go beyond current limits

According to Lucas di Grassi, the initial question was simple: how far can an electric single-seater go if it is freed from the usual rules? In collaboration with Lola, a long-standing motorsport specialist, he designed a machine that exploits technical solutions already available. The objective remains clear: to build the most efficient electric single-seater ever conceived, capable of beating an F1 car on a lap while consuming less energy.

This is not Di Grassi’s first challenge. As a driver who has long been involved in electric projects, he is well aware of the limits and advantages of the technology. The exit of the GEN4 from Formula E, with its higher performance and four-wheel drive, has not slowed him down. On the contrary, it seems to have accelerated his desire to prove that electric cars can go even further. So the Lola-DGR is a visionary response, designed to shake up the benchmarks set by F1.

The philosophy behind the concept is based on a powerful idea: efficiency can become a performance multiplier. The car is not designed as an inaccessible technological showcase, but as a realistic laboratory. It uses credible industrial solutions, including a 60 kWh battery integrated into the floor and centralised cooling to limit drag. It’s all part of a systemic approach that aims to reduce energy losses rather than compensate for them with a heavier battery.

Active aerodynamics designed as a total breakthrough

To outperform Formula 1, the Lola-DGR relies above all on radically new active aerodynamics. The prototype combines a suction effect under the car with a blown diffuser to maximise downforce at all speeds. This technological choice is reminiscent of the Brabham ‘hoover’ of 1978, but it goes much further by adding unprecedented flow control. The car could generate several tonnes of equivalent downforce thanks to two 30 kW turbines activated as required.

The major advantage of this solution lies in its ability to stabilise downforce. Unlike an F1 car, which relies heavily on speed to generate grip, the Lola-DGR maintains a constant load in slow bends. This behaviour paves the way for higher passing speeds in sections where F1 cars lose their advantage. What’s more, this flexible management reduces drag when the car reaches high speeds. The fans are then switched off to allow natural aerodynamics to act and optimise the tip.

The streamlined wheels further enhance this quest for efficiency. They significantly reduce drag while improving safety on wet tracks by limiting water splashes. Finally, the absence of side radiators slims the silhouette of the vehicle, further reducing air resistance. The combination of all these elements points to a single ambition: to redefine the aerodynamic hierarchy in racing.

Simulations that promise to beat F1 at Monaco

The most spectacular data concerns the virtual performance achieved on the Monaco circuit. According to CFD analyses and partner simulations, the Lola-DGR would be up to 4.3 seconds faster than a current F1 car over a lap, and even up to 11 seconds faster in the most optimised versions of the concept. These figures seem staggering when you consider that F1 cars hold the performance records on most of the world’s circuits.

Di Grassi specifies that he based his calculations on a load of 15 kN, or around 1.5 tonnes, a figure that he nevertheless considers conservative. By removing certain battery modules to lighten the car, the concept could become even sharper. What’s more, the simulation shows that the Lola-DGR is not content with an exceptional lap. It could maintain a pace comparable to an F1 pole position for a dozen laps, or even keep up a race pace for fifteen to twenty laps. This ability to put in one performance after another demonstrates an overall efficiency that goes far beyond a simple one-off exploit.

This advantage also comes from easier handling. The constant downforce stabilises the car in the narrow or bumpy sections of urban circuits. The car feels more predictable and consistent in all phases of driving, which can reduce errors and make driving more aggressive without increasing risk.

Intelligent, forward-looking energy management

With a battery of just 60 kWh, the question of range becomes central. The decision not to increase capacity is explained by a strategy focused on efficiency. Reducing drag remains the primary saving, while active aero becomes an energy management tool. The system makes it possible to decide when to activate the fans, when to maximise regeneration and how to optimise lateral forces according to speed.

Integrating the battery into the floor lowers the centre of gravity and optimises weight distribution. The system could also evolve towards hydrogen assistance, which would play the role of range extender or auxiliary generator for the fans. This combination opens up credible prospects for endurance racing. It could make participation in the Le Mans 24 Hours with an entirely zero-emission architecture a realistic possibility.

In the short term, the concept seems perfectly suited to both sprint and urban racing. The constant downforce at low speeds offers a considerable advantage during hard braking or short re-accelerations. On a wet track, the controlled aerodynamics and streamlined wheels should provide more stable handling than a traditional single-seater. What’s more, the modular design means the car can be adapted to different circuits, from the Nürburgring to Macau.

Clear ambitions but a colossal challenge ahead

Despite these impressive figures, one major obstacle remains: the car now needs to be built and tested. Lucas di Grassi says he wants to produce an operational demonstrator within two years. If real-world performance confirms the simulations, the Lola-DGR could usher in a new era in which electric power is no longer a compromise but a choice of absolute performance.

The concept aims to demonstrate that it is possible to do better than an F1 car by focusing on energy intelligence rather than raw power. It also proposes a new way forward for the industry, with technologies that can be transposed to production cars, including rational active aerodynamics and anti-drag bodywork. This vision goes beyond mere competition and extends to the mobility of tomorrow.

It remains to be seen whether the digital promises will hold up in the real world. And if it does, the Lola-DGR could well become the first electric single-seater to seriously threaten the hegemony of Formula 1. A potential revolution that would transform the way we think about automotive performance.

From next week, Google Maps will activate a new function that uses artificial intelligence to estimate how many charging points will be available by the time a driver arrives. The service will initially be deployed on Android Auto and in vehicles directly integrating Google services. With this update, the company promises to reduce one of the main frustrations of electric car drivers: unexpected queues at charging stations.

An update with unprecedented scope

To develop this new feature, Google is relying on its in-house AI model, Gemini. This tool continuously analyses two types of data: the history of use of charging points, i.e. the times when they are most in demand, average charging times, peaks observed during the week, and real-time information sent by operators. The idea is simple, but ambitious: rather than simply indicating whether a charging point is free, Google Maps will now try to predict what state the station will be in when the user arrives. This will avoid a situation that drivers are all too familiar with: setting off for a station that is displayed as available, only to find it occupied once they get there. Google sums up this philosophy by explaining that the feature aims to “help users avoid queues and save time”.

In its official announcement, the company states: “Prediction of the availability of EV charging stations will be launched next week in Android Auto and in cars integrating Google services for hundreds of thousands of charging stations around the world”. This massive roll-out, without a test phase limited to just a few countries, shows just how strategic this issue is. Today, the availability of charging stations is one of the most decisive criteria in the electric driving experience, often even ahead of charging power. At the same time, Google is updating the Android Auto interface with more precise filters: recharging speed (slow, fast, very fast), payment methods accepted, compatibility according to standards, and accessibility according to vehicle type. This is an important development to avoid destination errors, a frequent problem, especially on long journeys.

A response to a very real problem

If Google is pushing this type of technology so quickly, it’s because the saturation of the recharging network is becoming an increasingly visible issue. Electric car sales are rising, but the infrastructure is following a less aggressive curve, sometimes creating occasional tensions. Anyone who drives an electric car has already experienced these situations: a charging point displayed as available in the application but then occupied, vehicles charging for longer than expected, stations closed for no apparent reason, or simply an accumulation of cars on the same charging point when going on holiday. By integrating historical data, Google Maps can anticipate these phenomena. For example, if a station is systematically full between 6 p.m. and 8 p.m. on weekdays, the application will be able to warn the driver in advance and suggest a better-positioned or less-frequented alternative.

By redirecting some users to nearby charging points, Google can help to improve the distribution of traffic, a crucial issue in urban and tourist areas. For users, the benefit is immediate and visible. Anticipating the condition of a charging point before you go there means avoiding adding stress to an already long or busy journey. It also reduces dependence on a single operator or a single station, by providing access to a more global view of the network. On long journeys, where each stop has to be carefully thought through, this prediction can simplify planning: choosing a station in advance, adjusting your itinerary according to availability, or even reducing the number of stops if you know that the chosen terminal will be free at the right time.

Google continues to make its mark on the EV ecosystem

This new feature is the latest in a long line of functions dedicated to electric vehicles: estimated battery level on arrival, suggestions for optimised stops, advanced sorting of charging points, highlighting of ultra-fast stations, and integration of charging limits recommended by certain manufacturers. Maps is gradually becoming a real co-pilot for electric driving, with tools that go beyond simple navigation. The company is working to transform data into automatic or semi-automatic decisions, to lighten the driver’s load. At a time when the transition to electric vehicles is gathering pace, this type of functionality could become the norm and one of the criteria influencing the choice of vehicle or in-car multimedia system.

With sales of electric vehicles growing faster than the deployment of new charging points, intelligent network management is becoming essential. Google Maps is not alone in this field, but its ability to centralise data from different sources gives it a major advantage. By predicting the availability of kiosks, Google is providing a technical response to a practical problem experienced daily by millions of motorists. A development that could well change the way we approach long-distance journeys… and finally reduce the “stress of recharging”.