Category: Expertise

On 29 January 2026, the Ministry of the Interior published its press release entitled “Insecurity and crime in 2025: a first snapshot”, stating that the number of vehicle thefts would fall by 9% compared with 2024. With 125,200 vehicles stolen, compared with 137,600 the previous year, France is back to pre-Covid levels. But the most striking statistic concerns 100% electric vehicles: they account for less than 1% of thefts, a virtual immunity that can be explained by technological innovations that make these models less attractive targets for criminal networks.

125,200 thefts in 2025: a vehicle stolen every 4 minutes

On 29 January 2026, the Ministerial Statistical Service for Internal Security (SSMSI) published a preliminary analysis covering 87% of crimes and 74% of non-road offences. The document confirms 125,200 vehicle thefts in 2025, i.e. one vehicle stolen every 4 minutes in France.

This 9% fall on the 137,600 thefts recorded in 2024 comes after a 7% rise in 2023, bringing car crime back to levels comparable to those in 2019, before the pandemic. Despite this, France remains the most affected country in Europe.

The reporting rate remains stable at 57%, meaning that nearly 6 out of 10 thefts are reported to the police or gendarmerie.

Flight geography

Geographical disparities remain marked. Île-de-France alone accounts for 34% of national thefts, confirming its position as the region most affected. The Hauts-de-France region comes second with 17% of thefts, recording a worrying 29% increase in the risk of theft compared with 2024. The Provence-Alpes-Côte d’Azur region rounds out the top three with 15% of thefts, followed by Auvergne-Rhône-Alpes and Pays de la Loire.

These regions share common characteristics: proximity to international motorway routes, the presence of ports facilitating illegal exports to the Maghreb and sub-Saharan Africa, and a concentration of dense urban areas.

Which vehicles are the most targeted?

Compact city cars and SUVs, whether internal combustion or hybrid, dominate, accounting for between 80 and 90% of thefts. Hybrid vehicles will account for 53% of thefts in 2025, compared with 40% in 2023.

Roole’s top 5 stolen models

Roole, the car protection specialist with nearly a million active beacons in France, has published its ranking of the most stolen models, based on thefts detected in its equipped fleet. The data, based on a representative sample, sheds light on the trends observed nationwide in 2025.

At the top of the rankings is the Renault Clio, including generations IV and V, with 347 thefts recorded. It is well ahead of the Toyota RAV4 hybrid, which was targeted 162 times, followed by the Peugeot 208 with 131 thefts. Compact SUVs are not spared either, as the Peugeot 3008 is also among the vehicles most at risk, with 109 thefts, just ahead of the Renault Mégane IV, with 103.

In addition to these models, which are widely available on the French market, Roole has also observed a strong attraction for certain premium hybrid SUVs. Vehicles such as the DS 7 Crossback and BMW X5 are particularly sought after by theft rings, not least because of their high residual value and ease of resale on export markets.

Why are electric vehicles a marginal target?

The most striking statistic from 2025 concerns 100% electric vehicles: they account for less than 1% of the 125,200 thefts recorded, or less than 1,250 cases. No major electric model features in the top 10, or even the top 50, of stolen vehicles.

The reason for this lies in technological innovations that act as a deterrent. Most electric vehicles currently on the road in France incorporate new-generation security systems that mean they are very rarely targeted by kidnappers:

• UWB authentication and AES-256 encryption: the keys use ultra-wideband technology, capable of detecting relay attempts beyond 10 metres. The encryption code changes every 10 minutes. Tesla, for example, combines its Phone Key with a mandatory PIN code at start-up.
  
  
• OTA (Over-The-Air) updates: electric vehicles receive security patches in less than 24 hours, correcting vulnerabilities before mass exploitation. Renault 5 E-Tech, Peugeot e-208 and Tesla, among others, update their systems automatically.
  
  
• Secure architecture: the central gateway acts as a real firewall between the vehicle’s electronic system and the OBD socket. This prevents fraudulent direct access, a method used in the vast majority of electronic thefts from internal combustion vehicles, which now account for almost 94% of cases.
  
  
• Integrated geolocation: electric car batteries can incorporate highly accurate geolocation systems, capable of locating a vehicle to within five metres. As a result, when a car is stolen, it is recovered in around 9 out of 10 cases, compared with only 3 to 4 out of 10 cases for combustion-powered cars. At Tesla, the Sentry Mode system constantly monitors the vehicle’s surroundings using eight cameras, enabling any suspicious attempts to be detected and recorded.
  

An unsustainable flight economy

In addition to the technical safeguards, electric vehicles present prohibitive economic constraints:

• Batteries that can’t be sold legally: batteries are traceable and their resale is governed by strict regulations.
  
  
• Limited export market: stolen combustion-powered vehicles are exported on a massive scale to North Africa and Africa, where electric recharging infrastructure is virtually non-existent.
  
  
• Non-limiting range: contrary to popular belief, the range of electric vehicles (400 to 600 km) is not a limiting factor, as post-flight leaks are generally short (less than 100 km).
  

Gaël Musquet: “EVs incorporate a multi-layered defence system”.

Gaël Musquet, an ethical hacker and cybersecurity specialist based at the Cyber Campus in La Défense, offers a nuanced perspective. In an interview with us in June 2025, he stressed the principle of “resilience” rather than absolute invulnerability.

“No system is invulnerable. The real question is: how long will it take an attacker to bring it down? Electric vehicles incorporate a multi-layered defence: UWB authentication, rolling encryption, OTA updates and integrated geolocation. The UWB relay is hard to break without professional equipment, and OTA updates make exploits ephemeral. Conversely, combustion vehicles have ECUs that are vulnerable in 30 seconds via OBD-II.

Musquet does, however, warn of the potential vulnerabilities of charging points (fake QR codes, remote malware) that could threaten the electricity grid via vehicle-to-grid (V2G). His recommendations: apply OTA updates in the same way as on a smartphone, avoid using contactless keys, use mechanical locks and opt for guarded car parks.

Conclusion

The 9% fall in vehicle thefts by 2025 is evidence of an overall improvement, but 125,200 stolen vehicles are still a cause for concern. The striking reality is that 100% electric vehicles account for less than 1% of thefts, thanks to a combination of technological innovation and economic constraints that make them unattractive to criminal networks. Enhanced security is therefore an additional argument in favour of the transition to electromobility.

In the run-up to the municipal elections in March 2026, electric mobility is no longer an abstract concept relegated to national debate. It is taking to the streets, public car parks and neighbourhood discussions, becoming a concrete lever for local politicians. Between citizens’ expectations and regulatory obligations, candidates have a strategic electoral argument at their disposal: respond to a tangible concern while modernising their region’s energy trajectory.

Strong, measurable public expectations

According to a study published on 13 February 2026 by Environnement Magazine, 68% of voters consider mobility to be a key factor in improving their quality of life. Noise, pollution and air quality remain priority concerns, particularly in urban and suburban areas. This expectation is coupled with a demand for action: in its guide “5 actions pour agir localement” (5 actions for local action), Avere-France points out that nearly 6 out of 10 French people expect more public action on climate change, and 8 out of 10 want mayors to have more power to steer this transition.

As Pascal Hureau, President of the Fédération française des associations d’utilisateurs de véhicules électriques (FFAUVE) and a local councillor, points out: “Driving electric means reconciling freedom with the environment, and 98% of EV drivers say they are satisfied with their vehicle. Elected representatives must support this movement over the next term of office, and the public must choose those who will take the right decisions on the ground.

What clearly changes for citizens is that when the energy transition takes shape in their local community, it ceases to be an abstract debate. As Antoine Herteman, President of Avere-France, points out: “In a national context that is often perceived as far removed from day-to-day concerns, the community remains the first level of trust and action.

Electric mobility is an area where political promises can be quickly put into practice. The installation of a dozen or so conveniently-located charging points, the renewal of a municipal fleet with zero-emission vehicles, or the introduction of local subsidies for the purchase of vehicles are immediate signs of a willingness to take action. It is in this context that associations such as FFAUVE stress the importance of choosing elected representatives who are aware of the real challenges of electromobility.

Five concrete levers identified by Avere-France

On 13 February, Avere-France, the national association for the development of electric mobility, set out in its official guide the priority actions available to municipal teams to embody this transition. The association illustrates the recommendations with concrete operations already launched in France:

• Action 1: Installation of recharging points open to the public
  • With almost 185,000 charging points already in service and a target of 400,000 by 2030, local authorities can have a direct impact on the accessibility of electric vehicles. The V model in Guadeloupe, which has installed 113 charging points financed to 80% by France Relance, illustrates how public partnership enables rapid and harmonised deployment. The Advenir programme helps local authorities to finance the installation of on-street charging points,

• Action No. 2: Electric car-sharing solutions
  • Initiatives such as “Lulu” in Meurthe-et-Moselle show that it is possible to reduce the number of private vehicles, while offering an economical and ecological solution. Between 2020 and 2022, Lulu vehicles were reserved more than 8,000 times by almost 2,000 users.

• Action 3: Introduce free parking or other benefits for electric vehicles
  • The city of Reims offers two hours’ free parking for electric vehicles, a measure that is simple to implement and has a direct impact on the cost of mobility. Lyon combines free parking with modulated tariffs for internal combustion vehicles, illustrating how incentives and regulation can coexist.
• Action n°4 : Electric shuttle for passenger transport
  • The Val d’Ille-Aubigné Community of Communes operates a free electric shuttle service linking four rural communes to the local TER station. The service has recorded an average of 170 journeys per month since its launch, with a tangible impact on reducing the use of private cars.
• Action 5: Promote sustainable urban logistics
  • Sustainable urban logistics: programmes such as InTerLUD+ support local authorities in organising the distribution of goods in towns and cities using electric or low-emission vehicles, reducing emissions and improving the efficiency of logistics flows.

Legal obligations reinforce the need for action

These recommendations are not just suggestions. They are a response to the legal obligations imposed on local authorities, which will gradually have to include quotas of electric vehicles in their fleets and guarantee minimum access to public recharging. As Antoine Herteman, Chairman of Avere-France, points out: “The electrification of mobility is not an abstract injunction, but an opportunity for local authorities, in both urban and rural areas.

For the candidates, the key lies in their ability to translate the energy transition into visible and measurable actions. For transport energy transition specialists, the municipal teams that are able to coordinate these actions with the intermunicipal and energy syndicates will have a tangible advantage with the electorate.

Conclusion

In 2026, when mayors are up for re-election in France and the French overseas territories, electric mobility is emerging as a key factor. Candidates who are able to realise these ambitions will have a powerful electoral lever at their disposal: they will be responding to strong public expectations, while making tangible improvements to the quality of daily life.

With the imminent launch of 100 Baidu Apollo Go RT6 robotaxis, Dubai is taking the next step in its autonomous mobility strategy. This deployment aims to reduce congestion in the city centre, improve safety and transform the city into a veritable urban data laboratory. With the aim of achieving 25% autonomous travel by 2030, the Emirati city is asserting its determination to move from experimentation to mass scale-up.

A strategic project between Baidu and the RTA

The project is based on an agreement signed in March 2025 between Baidu Apollo Go and Dubai’s Roads and Transport Authority (RTA). The initial fleet will comprise 100 fully autonomous RT6 vehicles, intended to be on the road in urban areas from next month, according to Mahmood Abdulla, an Emirati influencer specialising in innovation and AI. The desire of the “City of Gold” is to expand this fleet to 1,000 vehicles by 2028.

But Dubai didn’t sign up just anyone for this investment. Apollo Go is now one of the world’s leading providers of autonomous car-sharing services, with more than 240 million kilometres covered in autonomous driving, including more than 140 million kilometres in fully driverless mode. Operating in 22 cities around the world, the service has now made more than 17 million journeys. To date, no major incidents have been officially reported.

The RT6 is a Level 4 autonomous electric vehicle designed to operate in dense and complex urban environments, relying on a combination of lidar, radar, high-definition cameras and artificial intelligence algorithms to manage traffic, pedestrians and unforeseen situations without human intervention. The partnership with the RTA allows the Chinese experience to be adapted to local conditions, while also forming part of the Dubai Autonomous Transportation Strategy, initiated in 2016 under the leadership of the Crown Prince of Dubai, Sheikh Hamdan bin Mohammed bin Rashid Al Maktoum. This programme aims to transform 25% of all transport journeys in Dubai into autonomous mode by 2030.

A new logic of use

According to Mahmood Abdulla, what distinguishes autonomous fleets from traditional services is their availability and efficiency. RT6s can operate up to 22 hours a day, compared with a limited range for vehicles driven by humans, who are subject to certain constraints, notably fatigue.

In the overall context of studies on congestion, commuters, i.e. regular transport users, lose an average of more than 60 hours a year in major cities, and up to 100 hours in the most congested metropolises. For a city like Dubai, for example, the economic costs associated with these timetables can represent 2 to 3% of urban GDP, according to Mahmood Abdulla. The aim of integrating these robotaxis in Dubai is clear: to optimise routes and limit accidents caused by fatigue or laziness, so that residents can stop wasting time and save the city money.

Safety and reliability: replacing human error with systems

Safety is another major advantage. Worldwide studies of road accidents show that human factors are involved in the majority of serious accidents. With a view to reducing the risks, RT6s were chosen because they are based on systems designed to anticipate complex situations and guarantee maximum reliability. For Dubai, the benefits will be twofold: not only a reduction in road deaths, but also indirect economic gains through lower insurance costs and accident-related expenses.

And that’s not all: according to influencer specialist Dubaiote, each robotaxi also functions as a permanent data receiver. These 100% electric vehicles collect information in real time on traffic flow, pressure on infrastructure and users’ travel patterns. This data transforms mobility into a veritable “data infrastructure”.

What about in France?

In the short term, the deployment of Dubai-style robot taxis in France remains unlikely. Not for technological reasons – European players have been developing level 4 autonomy for several years – but for regulatory reasons. Today, driverless autonomous vehicles are only permitted in highly restricted experimental zones, often at limited speeds and on defined routes. Today, although a few pilot projects exist, we will have to wait and see, since the first targeted commercial operations could see the light of day between 2027 and 2030.

A laboratory city for the world

With the forthcoming integration of 100 robotaxis, Dubai is positioning itself as a model for metropolises the world over. By testing and massively deploying autonomous vehicles, it is improving safety and recovering productive time for the local economy. The RT6 experiment will certainly serve as a benchmark for other cities faced with congestion and the transition to autonomous mobility.

Electric propulsion is beginning to find practical applications in military aviation. In 2026, several armed forces around the world have already integrated electric light aircraft, motor gliders or eVTOL (electric vertical take-off and landing) into their systems, mainly for training, logistics or special missions. France, on the other hand, is taking measured steps forward.

In France, electrification limited to instruction

As far as the French Air and Space Force is concerned, the use of electric propulsion is currently strictly confined to training. In March 2024, the AAE (l’Académie de l’Air et de l’Espace) took delivery of its first electric motorglider, a DG Flugzeugbau DG-1001e neo, which has since been based at the École de l’Air in Salon-de-Provence.

This two-seater is equipped with an 85 kW electric motor and lithium-ion batteries. Its range is not out of the ordinary, offering up to 90 minutes of flying time. That’s still an hour and a half more than a conventional glider. It has been purchased by the army for a very specific purpose: to introduce future pilots to the specifics of electric propulsion, while reducing the operating costs and carbon footprint of initial training.

However, no operational applications are envisaged at this stage. French military aviation programmes continue to focus on heavy thermal platforms (Rafale, A400M), while electrification is being studied in the long term through prospective work carried out with ONERA, notably as part of the SCAF. French civil projects, such as INTEGRAL-E or Aura Aero’s ERA, are not currently intended for military use.

Northern Europe and Germany already more advanced

On a European scale, some of our neighbours have made more aggressive choices in the development of electrified air mobility.

In Germany, the Luftwaffe (the air component of the German army) has been operating the Pipistrel Velis Electro, a two-seater 100% electric aircraft certified by the European Aviation Safety Agency (EASA), since 2022. Used for initial training, it reduces emissions by up to 95% compared with equivalent combustion-powered aircraft. By 2026, the fleet will comprise five aircraft, as part of the ‘Luftwaffe 2030’ strategy, which aims to electrify 20% of training hours.

The UK is following a similar trajectory. The Royal Air Force is also using the Velis Electro for basic training, and has already accumulated several hundred flying hours. The stated aim is to reduce training costs and initiate an energy transition without compromising operational availability.

Further north, Norway and Sweden are exploring hybrid-electric solutions for extreme environments. The Norwegian P-Volt and the future Swedish ES-19 are being tested for low-emission regional military transport missions, particularly on short runways and in Arctic conditions.

North America: electric vehicles as a strategic lever

However, it is in North America that adoption is most structured.

In the United States, the US Air Force has been experimenting for several years with electric and hybrid propulsion aircraft through AFWERX, which helps the US Air Force to collaborate with start-ups, SMEs and researchers, as well as the Air Force Research Laboratory. By 2026, eVTOLs such as the Electra and demonstrators from NASA programmes will be used for training, light logistics and some short-range ISR missions. The objective is clear: to halve operating costs and significantly reduce noise pollution around bases.

Canada, for its part, is betting on electrification to respond to climatic constraints. The eBeaver, an electric version of the legendary De Havilland Beaver, is being tested for liaison and surveillance missions in the far north. Quiet, robust and requiring less maintenance, it illustrates a pragmatic approach to electric military aviation.

Asia-Pacific and Middle East: electric vehicles as a tactical advantage

In Australia, the air force is testing hybrid eVTOLs for tactical logistics and medical evacuation in isolated desert areas, where infrastructure is scarce. In this vast country, electric power is seen as a multiplier of flexibility.

In Israel and China, the rationale is more directly operational. There, eVTOLs and hybrid drones are being considered for special insertion, reconnaissance or discreet troop transport missions. Silence, thermal stealth and vertical take-off capability are becoming military assets in their own right.

Technical and logistical limitations of electrification

While the electrification of military aviation is making progress, there are some very real technological limitations. The main one is the low energy density of current batteries. The best lithium-ion batteries have an energy density of around 250 to 300 Wh/kg, almost 50 times less than the energy contained in conventional paraffin (~12,000 Wh/kg), which considerably limits the range and payload of electric aircraft.

This constraint imposes compromises on range, passenger numbers and operational performance, particularly for long or demanding missions. Additional challenges include the complex thermal management of electrical systems and the need for new recharging infrastructures adapted to military operations.

A discreet but very real revolution

In 2026, electric military aviation will obviously not replace fighters or strategic transport aircraft. But it is gradually developing in well-identified niches: training, light logistics, tactical liaison and special operations.

France is observing, testing and anticipating, but has not yet taken the operational step. Other countries, on the other hand, have already integrated electricity as a fully-fledged military tool. This difference in tempo illustrates two visions: industrial prudence on the one hand, and operational pragmatism on the other.

On 30 January 2026, on the urban track of the Miami International Autodrome, Formula E is organising its annual Rookie Test session. Between measured performances and strategic ambitions, this day reveals how the electric championship has become a magnet for young talent in world motorsport.

On paper, there will be no trophies to lift or points to score on Friday January 30. However, this day specially dedicated to rookies, scheduled on the eve of the Miami E-Prix, could have a major impact on the careers of several young drivers. For six hours, 11 rookies from F2, F3, INDY NXT and simulator programmes will take the wheel of 100% electric Gen3 Evo single-seaters, in conditions similar to those of an official qualifying session.

And while the exercise may seem technical, it actually reflects a profound transformation in the motorsport landscape. Today’s young drivers are no longer just looking to Formula 1. They are also increasingly looking to Formula E.

A championship that has changed dimension

When Formula E kicked off in 2014 in Beijing, with its urban races and mid-race car changes, many saw it as an experimental series, sympathetic but anecdotal. A decade later, the picture has changed radically. The championship has become an FIA World Series, with 11 manufacturers entered and 22 drivers, and a B Corp certification that makes it the first motor racing championship to receive official recognition for its social and environmental impact.

The year 2025 is highly representative of a booming craze. Indeed, the previous year generated more than 580 million viewers worldwide, an increase of more than 25% compared to 2024. The Miami GP, which takes place this weekend, is expected to attract over 5 million viewers.

This move upmarket is reflected in the technology. The Gen3 Evo, introduced in 2024, offers levels of acceleration and energy regeneration that rival those of the first Formula 1 single-seaters.

In this context, the Rookie Tests are a selection tool, a moment when the teams concretely evaluate the adaptability, maturity and learning speed of young drivers who have never, or rarely, driven in Formula E. In Miami, the 3.07km circuit, with its long acceleration phases and technical sections, will provide a particularly demanding testing ground.

Profiles that speak volumes about the attractiveness of the championship

Several teams have confirmed their drivers for the session on 30 January:

• Théo Pourchaire (Citroën Racing) – F2 champion and former FE test driver, returns to strengthen the team and assess the adaptation to Miami.
• Zak O’Sullivan (Envision Racing) – This young British driver, who is already at the top of the simulator programmes, will be back at the wheel of the Gen3 Evo.
• Dennis Hauger (Andretti) – F3 champion and current INDY NXT driver, put on track to progress in electrics.
• Hugh Barter (Lola Yamaha ABT) – The driver has already worked on the previous tests and will provide valuable feedback on the car.
• Alessandro Giusti (Jaguar TCS Racing) – One of the youngest entrants, ready to demonstrate his growing power.
• Abbi Pulling and Gabriele Minì (Nissan) – Experienced in past tests, they are continuing their integration into the discipline.
• Nikita Bedrin (DS Penske) – Remains in the programme after previous appearances.
• Chloe Chambers (Mahindra Racing) – Top of the list after a convincing performance in tests.
• Pepe Martí (Cupra Kiro) – Driver from the international single-seater circuit.
• Ayhancan Güven (Porsche) – Official Porsche endurance and GT driver, invited to discover the Gen3 Evo.

This diversity of profiles shows that Formula E is no longer a simple alternative, but a destination in its own right, with its own codes, its own opportunities and its own career paths.

A strong signal for the future of motor sport

The Miami Rookie Tests will probably not make the headlines in the general press. Yet they tell us a lot about the state of motor sport in 2026.

In Miami, these young drivers won’t be racing just to impress an engineer or land a contract. They will be racing to take their place in a championship that is still in the making.

Formula E is no longer trying to convince. It’s moving forward. And judging by the interest generated by these tests, the drivers of tomorrow are already moving forward with it.

Long limited to simple manoeuvring aids, car parking is now becoming a veritable field of innovation for manufacturers. Mercedes-Benz, BMW, Volkswagen and the new Chinese giants are all vying with each other to develop technologies that will enable vehicles to park themselves, without a driver on board. It’s a playing field that is still tightly controlled by regulations, but one that is strategic in the race for the autonomous car.

From simple assistant to fully autonomous parking

The first parking aids appeared in the 2000s with ultrasonic systems, followed by semi-automated devices capable of managing the steering wheel or pedals under the driver’s supervision. These technologies are part of the SAE (Society of Automotive Engineers) classification, an international scale that defines six levels of driving automation, from level 0 (no automation) to level 5 (fully autonomous vehicle). The first automated parking systems fall into SAE levels 1 to 2, where the driver remains in charge of the manoeuvre.

Volkswagen marked a first turning point in 2006 with Park Assist, democratising the partial automation of manoeuvres. But the real breakthrough came in 2015, when Mercedes-Benz and Bosch launched fully automated parking trials. In 2019, at the Mercedes Museum in Stuttgart, the two partners achieved a world first: a saloon car parked itself, without anyone on board, in a real car park. In 2022, this technology becomes the first SAE level 4 autonomous parking system approved for commercial use, called Intelligent Park Pilot, where the vehicle takes charge of the entire manoeuvre, without a driver, in a strictly defined environment.

How does Level 4 autonomous parking work?

Unlike conventional on-board systems, SAE 4 autonomous parking is based on a vehicle-infrastructure combination. The vehicle uses 360° sensors (cameras, radar, ultrasound and sometimes LIDAR – a perception sensor that precisely maps the environment in 3D), while the car park is equipped with fixed sensors and a supervision system.

Artificial intelligence provides dynamic mapping (SLAM), obstacle detection (pedestrians, vehicles, objects), decision-making and low-speed manoeuvring. In the event of an unforeseen event, the system must be capable of performing a manoeuvre with minimal risk, such as stopping safely.

Some brands, particularly Chinese, are exploring approaches that do not require heavy infrastructure. Changan (APA 5.0) and Xpeng are banking on visual memory and on-board learning to enable the vehicle to reproduce on its own a journey already made, over several hundred metres.

Manufacturers in the driver’s seat

In the field of autonomous parking, manufacturers are moving forward at very different speeds and with very different strategies.

Mercedes-Benz and Bosch are undisputed pioneers. Their Intelligent Park Pilot system is currently the only SAE level 4 autonomous parking system approved for commercial use in Europe. Deployed in a number of car parks in Stuttgart, it enables models such as the EQS and S-Class to park on their own, without a driver on board, thanks to a specially equipped connected infrastructure.

BMW, for its part, is not offering an SAE 4 system as such, but a highly automated parking solution that is already on the market. Parking Assistant Professional, available via the BMW ConnectedDrive Store, enables remote parking from a smartphone and the memorisation of recurring journeys of up to several hundred metres. Although impressive, these functions are still classified between SAE levels 2+ and 3, as the driver remains responsible for the vehicle and the system cannot operate fully autonomously in an open environment. So this is not a prototype, but a real technology with uses that are still restricted.

The Volkswagen Group, including Audi, is taking a gradual approach. The Park Assist Plus and Remote Park systems aim to increase autonomy in successive stages, building on existing driving aids, with the aim of evolving as regulations and infrastructures allow.

However, the fastest-growing trend is coming from China. Manufacturers such as Xpeng, BYD, FAW Hongqi and Changan are stepping up the number of highly automated parking solutions, sometimes approaching SAE 4 level, by relying on on-board artificial intelligence and HD cardless approaches. A more flexible regulatory framework and widely connected commercial car parks are enabling them to accelerate where Europe is moving more cautiously.

Finally, Hyundai, Volvo and Toyota are continuing their developments, often in partnership with specialist players such as Parkopedia, to integrate indoor navigation and intelligent car park management, key technological building blocks in preparation for the wider deployment of autonomous parking.

Is it legal? Yes… but not everywhere

The legal issue is central. In Europe, EU Regulation 2022/1426, adopted in application of General Safety Regulation 2019/2144, provides a framework for the approval of automated driving systems, including “automated valet parking”, a function enabling a vehicle to park itself, without a driver on board, in a predefined, secure SAE level 4 car park. As a reminder, for the time being, use is authorised only in predefined areas, known as Operational Design Domain (ODD), such as closed or controlled car parks.

Germany is currently the most advanced country. A law passed in 2021 allows driverless driving, and the federal authority (KBA) has approved the Mercedes/Bosch system for real commercial use.

In France, the framework exists but remains more restrictive. The decree of June 2021 and the Mobility Orientation Law (LOM) authorise self-driving vehicles in geolocated areas, mainly for experiments or specific services. In practice, no autonomous SAE 4 parking is authorised on the public highway in 2026.

Is it possible to park alone in the street in front of your home?

The answer is clear: no. Even if the vehicle is technically capable of doing so, autonomous driverless parking is not authorised on public roads, either in France or in most other European countries. The Highway Code requires a driver to be responsible for the vehicle on the open road, and SAE 4 systems are restricted to closed or specially equipped car parks.

Only private garages, equipped public or private car parks or compatible infrastructures can currently accommodate this type of technology.

A revolution still under control

Autonomous parking represents a major step forward, both technologically and symbolically, towards the driverless car. But its deployment remains deliberately gradual. Safety, legal liability, social acceptance and infrastructure adaptation are all challenges to be met before widespread use.

In the short term, the closed car park remains the ideal laboratory for autonomous parking. In the longer term, the whole relationship between the car, the city and the user could be redefined.

The electrification of the French car fleet is not only transforming vehicles and their uses. It is also profoundly redefining the repair professions, undermining traditional mechanical expertise while at the same time giving rise to new skills linked to electronics, software and high voltage. It’s a rapid transformation, often underestimated, that presents garages (especially independent garages) with a major economic and human challenge.

A structural shock for traditional mechanical engineering

The electric vehicle marks a clear break with the mechanical architecture that has structured workshop activity for decades. By eliminating entire components (internal combustion engine, complex gearbox, clutch, exhaust system, etc.), it mechanically reduces the number of interventions required throughout its life. Institutional studies estimate that an electric vehicle requires up to 40% less labour than an equivalent internal combustion model, a figure that translates into fewer trips to the workshop, much to the delight of consumers.

The countries pioneering electrification offer a glimpse of what lies ahead for France. In Norway, a benchmark in the field, overall vehicle servicing has already fallen by 12%, while certain emblematic traditional mechanical operations have dropped by 43%, notably oil changes, belts and brake pads. By 2035, this trend could lead to the loss of between 35,000 and 65,000 jobs in France, mainly in the manufacturers’ networks and with equipment suppliers.

Changing skills

As well as the number of jobs created, the very nature of the skills involved is being radically altered. Engine-related skills, long the core business of mechanics, are gradually becoming marginal in a fleet of vehicles that is set to change rapidly. Engine tuning, injection, timing and exhaust systems are losing their economic centrality, in favour of systems that are mechanically simpler but technologically more complex. Many experienced professionals are facing the risk of their know-how becoming obsolete, without always having the resources or time to retrain. According to projections, job losses could reach between 1,500 and 3,000 a year by 2035, making the electricity transition not just an industrial issue, but also a social one.

As mechanics take a back seat, electronics and software are becoming the new heart of automotive repair. Diagnosis is now taking precedence over physical intervention, and understanding energy management systems is becoming essential. But these developments are opening up new prospects. On a European scale, the rise of the electrical sector could generate more than 200,000 jobs in areas such as winding, wiring and power electronics. But these new jobs will not automatically compensate for the losses, because they require hybrid profiles at the crossroads of mechanics, electricity and IT, which are still all too rare in the current industry.

An asymmetrical transition towards more training

Independent car mechanics find themselves in a paradoxical situation. In the short term, they are relatively protected by an ageing vehicle fleet, with an average age of over 12 years, still largely dominated by combustion engines. This gives them economic breathing space, but it can also delay a much-needed adaptation. Access to technical data on electric vehicles remains complex and costly, specialised training courses on batteries or high voltage represent a heavy investment, often between €1,500 and €3,000 per module, and competition from manufacturer networks is increasing. Without support, the risk is that the self-employed will be confined to maintaining a fleet at the end of its life, while the added value of electric vehicles is concentrated elsewhere.

In this context, training appears to be the main lever for avoiding a lasting break in the industry. According to projections published by the ANFA and the French Senate, up to 75,000 net jobs could be at risk if skills development does not keep pace with electrification. Specialised establishments, such as GARAC, are already experimenting with courses dedicated to electric and hybrid vehicles. But without massive public investment and a coherent national strategy, these initiatives risk remaining marginal. It’s not just about technology: it’s also about making changing professions more attractive again, by showing that the electric car can offer skilled, sustainable and rewarding careers.

A transition to be managed, not subjected to

The electrification of the French car fleet does not signal the end of car repair, but rather a change in its nature. It is redistributing value, transforming skills and requiring rapid adaptation throughout the industry. If the transition is not anticipated, there is a risk that the network of workshops, particularly independent ones, will be weakened over the long term, to the detriment of proximity and local employment. Conversely, if supported, structured and financed, this change can become an opportunity. The energy transition can only be fully successful if it is as social as it is professional. The future of electric mobility lies as much in the batteries and software as in the ability of the men and women in the automotive repair industry to make these new tools their own.

The end of the year is approaching, and as the transition to electric vehicles gathers pace in Europe, the BMW Group’s British brand is making its 100% electric models a crucial part of its volume. Worldwide sales have returned to growth this year, driven by the new generation Cooper and Countryman, while in France Mini Electric has established itself in the top 10 of BEV sales and hopes to stay there with the arrival of the Aceman next year.

2025 to be driven by electric vehicles

According to initial figures published in the autumn, MINI delivered 133,778 vehicles worldwide in the first half of 2025, an increase of 17.3% on the same period in 2024. For the first nine months of the year, another report shows sales of over 200,000 units. This brings the brand closer to the 300,000 mark for annual sales (the average for several years). These satisfactory figures for MINI coincide directly with the ramp-up of the new Cooper and Countryman, whose electric versions are boosting orders at European dealerships.

The most telling signal comes from France: in the first eleven months of 2025, the electric Mini (new Cooper Electric) racked up 10,171 registrations, putting it in the top 10 best-selling electric cars in the country, behind heavyweights such as the Renault 5 E-Tech, the Citroën ë-C3 and the Peugeot e-208. In November 2025, it even recorded a month of 1,439 registrations, making it the fifth best-selling BEV on the market behind the R5, the e-208, the Scénic E-Tech and the ë-C3.

In other words, current market data suggest that a significant proportion of MINIs sold in France in 2025 will be 100% electric, although the manufacturer has not yet published a detailed percentage by engine.

Cooper and Countryman Electric: the figures that change everything

The new Cooper Electric, now available in E and SE versions, features much larger batteries than the previous Cooper SE and more powerful engines. Available figures indicate a power output of around 135 to 160 kW (i.e. up to 215 bhp) and battery capacities of between 40 and just over 50 kWh, giving a range of between 250 and 320 km, depending on the version.

The Countryman Electric, on the other hand, relies on a 64 kWh pack and an all-wheel drive system developing over 300 bhp, for a claimed range of over 330 km in the most demanding conditions.

On the ground, these figures put MINI back in the game: where the old Cooper SE was penalised by a battery that was too small, the new generation can finally cover 250 to 300 km in mixed use. Although these figures are not very impressive, they do correspond to the majority of urban and suburban journeys in Europe. According to information published by the BMW Group, orders for electric cars doubled in the first quarter of 2025 compared with Q1 2024, confirming that MINI customers are embracing the transition as long as the product meets their needs.

A European context that works in MINI’s favour

The French and European context is working in favour of this switch. In France, 100% electric cars reached a record market share of 24% in October 2025, then 26% in November, with more than 34,000 private vehicles sold in a single month. The momentum is being fuelled by social leasing and the arrival of more affordable compact models, but it is also benefiting premium-urban players who are well positioned in terms of price and usage, including MINI.

As mentioned above, in the first eleven months of 2025, the electric Mini was one of the ten best-selling BEVs, with just over 10,000 registrations. This is in stark contrast to the situation faced by a number of its long-standing rivals, such as the Tesla Model 3 and certain premium saloons, where sales of EVs are falling sharply. MINI is therefore capturing some of the customers who are turning away from large electric SUVs in favour of city cars and compact cars with a smaller footprint and a more affordable budget.

2026: the Aceman to secure the heart of the electric range

The challenge for MINI in 2026 is to industrialise and make available a truly complete electric range. Alongside the Cooper and the Countryman, the well-known Aceman will be the third pillar. Its role is to be the British brand’s 100% electric compact crossover, designed to bridge the gap between the 3/5-door city car and the family SUV.

Information already published suggests two main variants, Aceman E and Aceman SE, with power outputs of around 180 to 215 bhp and batteries comparable to those of the Cooper Electric, at around 42 to 54 kWh. The aim is clear: to compete head-on with the Volvo EX30, Jeep Avenger EV, DS 3 E-Tense and top-of-the-range Citroën ë-C3 in the €30,000 to €40,000 electric crossover segment.

Pragmatic electrification

For a while, MINI suggested that its last new internal combustion engine would be launched in 2025 and that the brand would go fully electric in the early 2030s, a trajectory in line with the sector’s most aggressive ambitions. The reality at the end of 2025 is more nuanced: the Group has confirmed that it is aiming for double-digit growth in sales of electric cars. That said, the brand has not announced the imminent end of petrol engines for MINI, preferring to talk about an “optimised mix”, as Michael Peyton, Vice-President of MINI in America, states: “Internal combustion engines are still very popular and will remain so for a long time”. The goal of 100% electric cars by 2030 has therefore been postponed.

For electromobility in Europe, MINI is becoming an interesting case study: a brand that is succeeding in significantly increasing its BEV volumes, placing a model like the Mini Electric in the French top 10, while at the same time maintaining combustion and hybrid powertrains in areas where infrastructure or purchasing power are not yet available.

The year 2026, with the arrival of the electric Aceman and the ramp-up of the zero-emission Cooper and Countryman, will tell whether this strategy can hold up in the face of European regulatory pressure and the offensive by new Chinese entrants.

Hydrogen is attracting growing interest as the energy transition gathers pace. Despite its long history of use, hydrogen is now back at the heart of global industrial strategies. Its potential is immense, particularly in terms of decarbonising high-emission sectors. However, understanding what hydrogen really is remains essential if we are to grasp its environmental, economic and technological challenges.

The simplest and lightest element in the universe, hydrogen is a versatile resource. It is very abundant in space but rare in its pure state on Earth, and must always be extracted from the molecules with which it is associated. This technical constraint has a major influence on its carbon impact and its uses.

A simple but essential element

Hydrogen is a colourless, odourless gas made up of two linked atoms. Highly flammable, it has long been used as a fuel in industry, and later in the space industry. Although non-toxic, it must be handled with care because of its lightness and explosive power. In the 19th century, it was already powering lighting networks, demonstrating its early energy potential. Even today, it is used in refining and in the manufacture of ammonia and methanol. These industrial uses account for global consumption exceeding seventy million tonnes every year.

However, the hydrogen we use does not occur directly in nature. It is found in water, hydrocarbons and biomass. To recover it, we need to use chemical processes capable of breaking down the molecules to isolate the dihydrogen. This principle governs the entire process and influences its ecological footprint. Depending on the method used, hydrogen can be either clean or extremely polluting.

Production methods with very different impacts

Firstly, steam reforming of natural gas remains the most widespread technique. It involves exposing methane to very hot steam to release the hydrogen it contains. The process is simple and cost-effective, which explains its widespread use. However, it generates large quantities of CO2 that are not captured. This hydrogen, known as carbon-based, is responsible for high emissions and still accounts for most of the world’s production. As a result, it cannot be considered a sustainable solution for the energy transition.

Secondly, water electrolysis offers a clean and safe alternative. This technique uses an electric current to separate the hydrogen and oxygen present in water. When the electricity used is low-carbon, the hydrogen produced is also low-carbon. If it comes from renewable energy sources such as solar or wind power, it becomes “green”. This is currently considered to be the most promising way of reconciling energy efficiency and reduced emissions.

Using colour to understand our carbon footprint

To make it easier to understand the different production methods, we use a colour code. Black or brown hydrogen comes from coal, which makes it the most polluting. Grey hydrogen, produced from natural gas, is still widely used but emits a lot of greenhouse gases. It turns blue when the CO2 generated is captured and then stored. Yellow hydrogen is produced using nuclear power, which means it has a limited footprint. Finally, green hydrogen is based on renewable energies and represents the most virtuous path. This classification enables decision-makers, manufacturers and consumers to easily assess the environmental challenges of each type of hydrogen.

However, other approaches do exist and are worth mentioning. Biomethane from biowaste can be used to produce renewable hydrogen through reforming. The CO2 generated can be captured before being released into the atmosphere, providing a truly circular solution. These innovations open up new prospects, particularly for regions seeking to make the most of their local resources.

A strategic challenge for industry and transport

Hydrogen is a major lever for reducing emissions in industry. In France, industrial use accounts for almost eight million tonnes of CO2 emissions every year just from the manufacture of carbon-based hydrogen. Replacing this production with low-carbon hydrogen is a fast and effective way of reducing the climate impact of heavy industries such as chemicals and steel. With one million tonnes produced each year, France has made this transition a national priority.

What’s more, hydrogen is emerging as a fuel for heavy-duty mobility. It can power buses, trains, lorries and even boats. Its fuel cells offer long range and rapid refuelling, which meets the needs of freight transport. Thanks to its high energy density, it is becoming a strategic vector for uses where the electric battery is showing its limitations.

A storage solution for renewable energies

Renewable energies, although crucial, suffer from intermittence. Sometimes they produce too much electricity, sometimes not enough. Hydrogen is the ideal solution for storing this surplus. Thanks to electrolysis, surplus electricity can be transformed into hydrogen and then reused at a later date, as and when required. This flexibility enhances grid stability and facilitates the massive integration of clean energies.

This long-term storage role is a major advantage in a context of strong growth in electricity demand. Thanks to its conversion and restitution capacities, hydrogen is becoming a pillar of the world’s future energy architecture. Its versatility offers a solution to technical problems that are still difficult to resolve.

Growing commitment from companies and governments

For several years now, France has been actively supporting the development of low-carbon hydrogen. The government has launched an ambitious national strategy aimed at installing several gigawatts of electrolysers by 2030. These investments are helping to structure a competitive industry and reduce our dependence on fossil fuels. Similarly, the France 2030 plan is mobilising €9 billion to accelerate decarbonisation.

Large companies are also playing a key role in this development. Veolia, for example, is developing green hydrogen projects using biomethane and electrolysis fuelled by energy from waste recovery. This initiative is part of a circular economy approach and aims to optimise the resources available in local areas. The aim is to offer local solutions for heavy mobility, heating and industry.

Towards a future shaped by hydrogen

At a time when the world’s population is growing and resources are becoming increasingly scarce, new energy models are urgently needed. Hydrogen is emerging as a credible alternative, capable of meeting growing needs while reducing emissions. Thanks to increasingly efficient low-carbon processes, it is becoming an essential vector for achieving the ecological transition.

So action remains the watchword. The technologies exist, the solutions are progressing and investment is multiplying. To make hydrogen a sustainable pillar, we need to continue these efforts, accelerate research and strengthen cooperation between public and private players. By working together, we can build a cleaner, more resilient and more responsible economy.