Category: Expertise

Whilst the automotive industry is accelerating its shift towards electric vehicles, Lamborghini appears to be taking a much more cautious approach. Between the widespread adoption of hybrid technology, the continued use of internal combustion engines and the shelving of the all-electric Lanzador project, the Italian brand is primarily seeking to preserve what defines its identity: emotion, performance and exclusivity.

Cor Tauri: the initial plan for a phased electrification programme

The official turning point dates back to 2021. That year, Lamborghini unveiled its “Cor Tauri” roadmap, billed as the biggest investment plan in the brand’s history. Over €1.5 billion is set to be invested over four years to gradually transform the range.

The strategy is therefore organised into three very clear stages:

• firstly, to celebrate internal combustion engines with commemorative ranges and exclusive models;
• and then make plug-in hybrid vehicles the norm;
• and then launch the first fully electric Lamborghini in the second half of the decade.

At the time, Stephan Winkelmann, the brand’s CEO, described this transition as a “change of direction made necessary by a radically changed landscape”, whilst promising to remain “true to our DNA”. And it is probably this statement that best sums up Lamborghini’s current strategy.

A range that is now almost entirely hybrid

From an industrial perspective, Lamborghini has indeed delivered on a large part of its roadmap. The Revuelto has become the brand’s first production V12 plug-in hybrid supercar, with a combined power output of 1,015 hp. The Urus SE, the electrified version of the manufacturer’s flagship SUV, has also joined the range. Even the Huracán’s successor, named Temerario, now features a plug-in hybrid powertrain based on a twin-turbo V8.

In fact, Lamborghini is now electrifying all its strategic pillars. But this shift towards hybridisation is not a sudden break with the past. On the contrary, it is being used as a means of preserving the performance and character of the models whilst meeting regulatory requirements.

The Fenomeno Roadster, the perfect embodiment of Lamborghini’s strategy

Unveiled at the second edition of the Lamborghini Arena, the Fenomeno Roadster almost single-handedly encapsulates the Italian manufacturer’s current vision.

Only 15 units will be produced. This is clearly an ultra-high-performance model, featuring a naturally aspirated 6.5-litre V12 engine combined with three electric motors, delivering a total output of 1,080 hp.

The manufacturer describes it as “the most powerful open-top car ever created by Lamborghini” and the expected result is spectacular:

• 0 to 100 km/h in 2.4 seconds;
• 0 to 200 km/h in 6.8 seconds;
• a top speed of over 340 km/h.

But beyond the figures, it is the message sent by Lamborghini that is particularly interesting. The Fenomeno Roadster does not represent a break with the brand’s historic DNA. On the contrary, it uses this heritage to justify the move to hybridisation. The V12 remains central, the driving experience is still the focus, and the electric powertrain primarily serves to enhance performance.

Stephan Winkelmann describes it himself as: “the purest expression of our brand’s values: visionary design, uncompromising performance and absolute exclusivity.”

The real challenge of going 100% electric: preserving the Lamborghini spirit

And this is precisely where the strategy begins to shift. Initially, Lamborghini had planned to launch its first all-electric model before the end of the decade with the Lanzador project, a concept unveiled in 2023. The vehicle was expected to deliver over one megawatt of power, equivalent to around 1,340 hp.

But since 2025, the manufacturer’s stance has shifted significantly. Stephan Winkelmann now acknowledges that demand for a fully electric Lamborghini remains extremely low among the brand’s customer base. In an interview with The Sunday Times, he even explains that:

“Investing heavily in the development of fully electric vehicles when the market and customers aren’t ready would be a costly exercise.”

The executive goes even further, explaining that Lamborghini customers are primarily seeking “the thrill” and “the visceral sound” of combustion engines. Lamborghini’s problem is not merely technical or regulatory. It is, above all, symbolic and emotional: a Lamborghini must be fast, of course, but also dramatic, raw and distinctive. 

The plug-in hybrid as a transitional phase

In this context, the plug-in hybrid appears to be a much more reassuring solution for Lamborghini. Indeed, the manufacturer can:

• reduce emissions;
• comply with European standards;
• to improve performance whilst retaining the internal combustion engines that are part of the brand’s identity.

Even the Lanzador project may ultimately abandon its all-electric design in favour of a plug-in hybrid system. Stephan Winkelmann sums up this reasoning very simply: “Plug-in hybrids offer the best of both worlds.”

In Sant’Agata Bolognese, the future no longer seems to lie in a radical revolution, but rather in a controlled transition. Lamborghini is electrifying its models, yes, but without sacrificing the sound, the thrills and the exclusivity that still define the brand’s driving experience. And today, the plug-in hybrid clearly stands out as the best compromise the Italian manufacturer has found to maintain this balance.

In the history of European motoring, few models have managed to stand the test of time without losing their relevance. The Iso Isetta is one of them. Born in a Europe in the midst of reconstruction, it became a symbol of accessible mobility and is now making a comeback in a greener form with the Microlino. The latter stands out as a contemporary reinterpretation of a concept that is over 70 years old.

The Isetta, an icon of a Europe in the process of reconstruction

To understand the significance of the Microlino, we need to go back to the early 1950s. The Isetta was launched in 1953 by Iso, an Italian company originally specialising in scooters and small vehicles. The context at the time was very specific: Europe was emerging from the Second World War, purchasing power was limited and infrastructure was still fragile. The conventional car remained out of reach for a large part of the population.

It is against this backdrop that the Isetta stands out as a radically different solution. Measuring around 2.30 metres in length and weighing barely 350 kg, it features a unique design: a front door that spans the entire front of the vehicle, allowing direct access to the interior. Inside, two passengers sit side by side in a compact but optimised space. Its single-cylinder engine, derived from a motorbike, produces a modest power output of around 12 horsepower, with a top speed of nearly 85 km/h.

But what really made the Isetta a success was its large-scale production under licence, notably by BMW. It was an instant hit. Produced between 1955 and 1962, more than 160,000 Isettas were sold in Germany alone – an impressive figure for the time. Globally, across all versions, production exceeded 300,000 units. With its single-cylinder engine derived from a motorbike (often around 250 to 300 cc), its extremely low fuel consumption and its ultra-compact size (around 2.3 metres long), it became the embodiment of accessible, practical and ingenious mobility.

What’s more, the Isetta literally saved BMW from bankruptcy. It enabled the brand to survive a critical period and gradually finance its shift towards more ambitious models. Rarely has such an unconventional car played such a pivotal role in the history of a car manufacturer.

Why this concept still resonates today

More than 70 years on, the context has changed, but some of the issues remain strikingly similar. Urban congestion, a shortage of parking spaces and the overall cost of transport are prompting a rethink of the very concept of the car.

In major European cities, the average size of vehicles is increasingly at odds with actual usage patterns. The majority of journeys are made alone, over short distances, in congested areas. It was precisely in this context that the Isetta proved its worth in the 1950s.

It is on this basis that the Microlino was conceived. Developed by the Swiss company Micro Mobility Systems, it explicitly draws on the design cues of the Isetta.

The visual similarities are striking: front-opening door, rounded silhouette, ultra-compact size. At around 2.50 metres long, the Microlino stays true to the same philosophy as its predecessor. It also retains the two-seater layout and the concept of a vehicle designed exclusively for urban use. Above all, the highly original front-opening door has been retained to evoke the spirit of the Isetta. Yet, despite this quadricycle’s XS dimensions, it still boasts a 230-litre boot. 

A transformation shaped by the 21st century

Where the Microlino differs radically from the Isetta is in terms of technology. Gone is the single-cylinder combustion engine: the Microlino is 100% electric. It offers several battery configurations, with a range of up to around 230 km depending on the version, and a top speed of around 90 km/h.

These figures clearly position it as an urban vehicle, incapable of competing with a traditional car on the motorway. But that is precisely where its strength lies: it does not set out to do everything, but simply to serve a specific purpose effectively.

Another major development is safety and design. Unlike the Isetta, the Microlino meets modern standards in terms of structure, braking and equipment. 

An icon reimagined, not copied

With the Microlino, the Isetta isn’t simply being brought back as it was. It has been reinterpreted, adapted and placed in a new context, and is part of an emotional journey.

In the 1950s, the Isetta was the answer to a Europe in the process of rebuilding. In 2026, the Microlino is the answer to a changing urban mobility landscape. Between the two, there is a common thread: offering a solution that is simple, compact and in tune with its times. Some ideas never go out of fashion; they simply evolve.

In Paris, the shift to electric transport is no longer confined to the roads. Indeed, the River Seine is gradually emerging as a new strategic corridor for decarbonising transport, whether in urban logistics, passenger transport or even tourism. Thanks to a combination of private initiatives, public investment and technological trials, electric transport is now gaining ground on the water.

River-electric logistics is becoming a feature of the Parisian landscape

What if the next revolution in Parisian electric mobility were to come not from the roads, but from the river? One thing is certain: the movement is already well underway. Indeed, for example, since late 2025, HAROPA PORT has formalised a 15-year partnership with the start-up ULS (Urban Logistic Solutions) to develop a river and cycle logistics network in Paris.

It may sound abstract put like that, but in practice it’s simpler. Goods are transported by boat between Charenton-le-Pont and strategic locations such as the ports of Javel-Bas or Gros-Caillou, before being delivered to the city centre via electric cargo bikes. According to an article in Le Figaro published in March 2026, it takes just 37 minutes to travel from Charenton to the Alexandre III Bridge, followed by a further six minutes to reach the Champs-Élysées by bike.

This model makes it possible to drastically reduce the use of combustion-engine commercial vehicles in urban areas, where their impact remains particularly high: in Paris, delivery vehicles (commercial vans and lorries) account for up to 40% of emissions linked to road traffic in densely populated areas, whilst also being responsible for a significant proportion of noise pollution and congestion. 

In this context, ULS aims to replace up to 150 diesel lorries with this logistics system. Furthermore, the vessel used is built in modular sections in Portugal, illustrating the emergence of a genuine European value chain centred on these new forms of transport.

A regulatory framework that clearly drives towards net-zero emissions

The development of these solutions does not rely solely on private initiatives. It is, in fact, taking place within a more restrictive regulatory framework for transport, which is forcing companies to rethink their business models.

In fact, in Paris, the Low Emission Zone (LEZ) already bans the most polluting vehicles, with restrictions being gradually tightened. By 2030, the capital aims to phase out diesel almost entirely, which is why river transport is emerging as the solution.

At European level, the “Fit for 55” climate package sets a target of a 55% reduction in CO₂ emissions by 2030. At the same time, the Alternative Fuels Infrastructure Regulation (AFIR) requires the development of charging infrastructure, including for inland waterway transport.

Tourism and passenger transport are also going electric

The electrification of the Seine is not limited to freight transport. Passenger transport is also evolving rapidly.

Les Vedettes de Paris, for example, have begun transforming their fleet, with the first vessel to be retrofitted to run entirely on electricity due to be ready by 2024. Each vessel is equipped with two 550 kWh battery packs, allowing for rapid recharging in around 15 minutes during stopovers. The stated aim was to achieve an 80% zero-emission fleet by mid-2025, with an estimated saving of 460 tonnes of CO₂ avoided per year per vessel. This is an ambitious target, which above all illustrates the operators’ determination to accelerate electrification, even though the actual level of deployment has not yet been officially specified at this stage.

On a different note, the event vessel La Perle Noire, launched in June 2025 at the Port of Grenelle, features an innovative electro-hydraulic propulsion system. Measuring 22 metres in length and capable of carrying 70 passengers, it is based on technology developed in collaboration with several French companies, illustrating the emergence of an industrial sector centred on electric river transport.

Finally, plans for flying water taxis are back in the spotlight with SeaBubbles. These electric vessels, capable of reaching 25 knots (46 km/h), could be deployed as early as 2026 with a fleet of 10 to 20 units. Several operators, such as G7 and Uber, have been mentioned, although regulatory issues are still under discussion.

Infrastructure: the cornerstone of this transformation

As with electric cars, the development of these applications depends largely on infrastructure.

Since 2018, HAROPA PORT and Voies Navigables de France have been gradually rolling out the Borne & Eau® network, which is set to comprise 110 charging points by 2026 between Le Havre, Rouen and Paris. These stations provide both electricity (up to 63A) and water.

And as mentioned earlier, just as with land vehicles, this network of charging points is key to the development of transport modes. It will need to be expanded significantly if electric boats are to flourish.

A transformation still in progress

Whilst the number of projects is growing, the logistics of electric river transport are still in the early stages of development. The momentum is certainly there. Driven by regulatory constraints, technological innovations and changing patterns of use, the Seine is gradually emerging as a solution – albeit a niche one – for reducing CO₂ emissions.

With the launch of the new C-HR+, its successful compact SUV now fully electric, Toyota is making up for its ‘slow start’ in the EV market. Taking a cautious approach, the world’s leading carmaker is adopting a multi-energy strategy by developing several technologies, tailored to its various markets. This plan enables it to maintain a strong presence worldwide, reinforces its reputation for reliability, whilst retaining its expertise in hybridisation and innovation with hydrogen. 

The C-HR+, Toyota’s second electric model for private customers 

A few months after updating its bZ4X electric family SUV (which stands for Beyond Zero 4 Cross), Toyota is converting its best-seller, the C-HR+ (or C-HR ‘BEV’), to electric power. This 4.53-metre SUV is available with two- or four-wheel drive and two battery capacities (58 or 77 kWh), giving it a range of up to 607 km on the WLTP cycle. The technical specifications list three power outputs: 167, 224 or 343 hp. The styling and build quality are refined and should appeal to potential European customers, especially as its starting price (from €39,600) puts it in the running against its more advanced Chinese rivals. Toyota has taken its time to launch it, but the C-HR+ is the flagship of an electric range set to expand in the coming months (14 models planned by 2027).

Electric vehicles ‘Made in Japan’

If Toyota has kept a low profile in the electric vehicle market until now, it is primarily because the group prefers to develop its own manufacturing capabilities without partnering with Chinese manufacturers. This has led to the creation of a dedicated e-TNGA (electric Toyota New Global Architecture) platform, an e-Axle power unit (combining motor, gearbox and inverter) supplied by the Japanese firm Aisin, and lithium-ion batteries from PPES (Prime Planet Energy & Solutions), a joint venture between Panasonic and Toyota. The C-HR+ (just like the bZ4X SUV) is manufactured in Japan, a country whose production quality and reputation for reliability are well established, which should convince customers who are hesitant to take the plunge into electrification.

2025: a record year in Europe

This gradual entry into the electric vehicle (BEV) market complements the Japanese giant’s other strengths, namely its planned multi-technology strategy: hybrid and plug-in hybrid powertrains are being prioritised in the short term, pending the ramp-up of electric vehicle sales and, in the longer term, a mix of electric and hydrogen technologies.

Thanks to its technical expertise, Toyota is therefore able to continue developing hybrid vehicles (HEVs), plug-in hybrids (PHEVs) and hydrogen-powered vehicles (FCEVs) in parallel. All the while, it continues to produce internal combustion engines for its large 4x4s, such as the Land Cruiser, which are very popular in America and Africa.

To remain the world’s leading car manufacturer, the Toyota Group adapts to all markets, where demand varies greatly. In 2025, Toyota sold 11.3 million vehicles worldwide (up 4.6% on 2024). Europe recorded a record year with 1.2 million sales, three-quarters of which were electrified. These figures validate this multi-energy strategy, as needs vary depending on charging infrastructure, electricity prices, local environmental standards and available raw materials.

Solid-state batteries: Toyota’s next electric ‘r-evolution’

At the last Tokyo Motor Show in 2025, Toyota announced that an upcoming production vehicle would be fitted with solid-state batteries within a few months. Still at the prototype stage, this new battery chemistry promises to be revolutionary, with packs that are lightweight, compact and capable of delivering a much higher energy density than current lithium batteries. Range could triple, reaching up to 1,200 km on a single charge. This promise, which has yet to be realised in a real car, shows that the Japanese giant is moving at its own pace, following its roadmap and paying little heed to its competitors.

Hybrids: always at the forefront at Toyota

Since the launch of the Prius in 1997, Toyota has produced over 25 million hybrid cars worldwide. This innovative technology, which combines a petrol engine with an electric motor, is now fitted to a wide range of models: from the small Yaris HSD to the Lexus RX, LS and ES, as well as the RAV4, the Corolla and, soon, the Aygo X city car. In Europe, the reliability and ease of use of this technology have quickly won over motorists, who are enjoying significant fuel savings (around 3.3L/100km for a compact saloon such as the Corolla Hybrid). 

The fifth-generation Prius is now a plug-in hybrid, with its average combined fuel consumption reduced to 0.7 L/100 km under the WLTP cycle. And when its battery is completely flat, the Prius operates as a fuel-efficient full hybrid – something its rivals cannot match. This is enough to meet EU regulatory requirements. Whilst its market share in plug-in hybrids remains modest, the Japanese group is demonstrating that it is capable of stepping up its efforts towards carbon neutrality.

Further proof of its ability to adapt to different markets is that Toyota has developed a flex-fuel hybrid engine specifically for Latin America, which runs on both petrol and E85 superethanol, which is particularly popular in Brazil.

Hydrogen: the energy of the future – Toyota is committed to it

Unlike its competitors, Toyota does not believe in a one-size-fits-all solution for decarbonisation and has been working on hydrogen for many years. H2 powering a fuel cell represents a credible, zero-emission alternative, particularly for road transport, buses and corporate fleets. However, the Mirai saloon, equipped with a more compact and efficient third-generation fuel cell, is struggling to gain traction with private buyers due to its price (€73,000) and, above all, the lack of hydrogen refuelling points. 

Toyota therefore aims to develop the entire hydrogen sector ecosystem through the TOKYO H2 project, launched in September 2025 in the Japanese capital: a fleet of vehicles (taxis, cars, buses), refuelling stations across the city, infrastructure and hydrogen production. A fleet of 600 Crown H2 taxis is set to hit the streets of Tokyo by 2030, turning the city into a real-world laboratory to refine this constantly evolving technology and raise public awareness of this new clean energy source. Designed as a hub, this pilot city could be replicated elsewhere in the world and continue to leave Toyota’s mark. 

The global leader has therefore not yet completed its ‘multi-technology’ expansion across the 170 countries in which it operates.

Long confined to prototypes and technological demonstrations, eVTOLs (electric Vertical Take-Off and Landing) are gradually entering a new phase. In 2026, several aircraft are now close to commercial operation, some having already obtained partial certification or launched their first revenue-generating operations. Between urban air taxis, regional transport and medical or logistical missions, these new electric machines could transform air mobility over the next decade. Here are the eight eVTOLs that are currently the most advanced, according to their level of industrial and regulatory maturity.

But before an eVTOL can actually carry passengers, it must obtain aeronautical certification, a long and complex process overseen by national and international regulatory authorities. The main authorities include the FAA (Federal Aviation Administration) in the United States, the EASA (European Aviation Safety Agency) in Europe, the CAAC (Civil Aviation Administration of China) in China, and the UK CAA (Civil Aviation Authority) in the United Kingdom. Other countries are also beginning to define their own regulatory frameworks for integrating these new aircraft into urban airspace. At present, only a few projects appear to be close to commercial operation.

Joby S4

The Joby S4, developed by the American company Joby Aviation, is now considered to be the most advanced eVTOL programme in the United States. The aircraft is in Stage 4 of the FAA certification process, i.e. around 90% of the regulatory route.

This electric air taxi can carry four passengers and a pilot, with a top speed of around 241 km/h and a range of up to 240 kilometres. It has six electrically-powered tilting rotors, offering both vertical lift like a helicopter and horizontal propulsion, to cut through the air like an aeroplane. The airframe is made of lightweight composites to optimise range and reduce noise, a critical factor for urban flights.

The manufacturer plans to launch its first commercial operations in Dubai this year. The programme benefits from substantial industrial support, notably from Toyota ($400 million), and has an order book of almost 3,000 aircraft, worth several billion dollars.

Archer Midnight

American start-up Archer Aviation is developing the Midnight, an eVTOL designed primarily for urban air taxi services.

The aircraft can carry four passengers and a pilot, with a maximum speed of close to 240 km/h and a range of around 160 kilometres. It has four main electric rotors with tilting thrusters, and a modular battery that can be quickly replaced for continuous operation.

Archer plans to launch its first commercial operations in the United Arab Emirates and the United States from 2026. The programme is supported by several industrial partners, including Stellantis, and has an order book of more than 700 aircraft, including an agreement with United Airlines.

EHang EH216-S

The EHang EH216-S, developed in China, is an exception in the industry. Unlike most of its competitors, the aircraft operates without a pilot on board.

source: EHang

Capable of carrying two passengers, it has a top speed of around 130 km/h and a range of around 35 kilometres, making it ideal for short urban journeys.

In 2023, the aircraft received type certification from the Civil Aviation Authority of China (CAAC). In 2025, a number of profitable commercial operations have already been carried out in China, notably in the field of air tourism.

The manufacturer claims more than 1,100 orders and pre-orders for this model.

Lilium Jet

The Lilium Jet, developed in Germany, takes a different approach. Where most eVTOLs target short urban journeys, this aircraft is aimed more at fast regional connections between cities.

The aircraft can carry six passengers and a pilot, with an estimated top speed of 280 km/h and a range of up to 250 kilometres. The manufacturer has chosen to add 36 tilting ducted fan motors, making it completely electric and silent.

The programme is aiming for European certification by EASA, and several agreements have been signed with potential operators, including Saudia and Lufthansa.

However, the programme has experienced a number of financial difficulties in recent years, which could push back its entry into service to 2027, according to several sources.

Beta Technologies ALIA

American company Beta Technologies is developing the ALIA, an aircraft designed for several uses: passenger transport, medical missions or freight transport. The reason: electric propulsion with tilting rotors and a modular architecture that can be adapted to several configurations.

The eVTOL can carry five passengers and a pilot, with a maximum speed of around 278 km/h and a range of over 400 kilometres, making it one of the most enduring aircraft in its category.

The programme has contracts with UPS and the US Air Force, and could initially be used for logistics or medical missions.

Vertical Aerospace VX4

In the UK, Vertical Aerospace is developing the VX4, an eVTOL designed for urban passenger transport. Its design (four main rotors and two horizontal engines) enables silent, safe flights thanks to a redundant fly-by-wire system.

In terms of capacity, the aircraft can accommodate four passengers and a pilot, with a maximum speed of around 200 km/h and an estimated range of 160 kilometres.

The programme has the support of several airlines, including Virgin Atlantic and American Airlines, which have signed preliminary agreements for the future operation of these aircraft.

Eve Air Mobility

Eve Air Mobility, a subsidiary of Brazilian aircraft manufacturer Embraer, is also developing its own eVTOL for urban air mobility.

Comprising 4 electric rotors, the aircraft can carry four passengers and a pilot, with a speed of around 180 km/h and a range of around 100 kilometres.

The programme has a particularly strong order book, with more than 2,800 letters of intent signed by international operators. The challenge now is to build the appropriate infrastructure and get it up and running.

Wisk Aero Gen6

The Gen6 embodies the future of autonomous eVTOLs. Backed by Boeing, it is designed to operate without a pilot on board, thanks to a remote supervision system and advanced artificial intelligence. Twelve distributed rotors provide lift and propulsion, with multiple redundancies for safety.

The Gen6 can carry four passengers, with a top speed of around 160 km/h and a range of around 100 kilometres.

The programme is still in an advanced testing phase, and could pave the way for a new generation of autonomous eVTOLs in the years to come.

A promising industry… but still fragile

While technological progress is rapid, the eVTOL industry still faces a number of major challenges.

Regulatory certification is a long and costly process, and several projects have already experienced major delays. Some programmes are also facing financial difficulties, in a sector that requires several hundred million dollars of investment every year.

In this context, only a few players, particularly those with solid industrial partners or significant funding, could achieve sustainable commercial exploitation.

Despite these uncertainties, 2026 marks a key milestone: for the first time, several eVTOLs are moving closer to full-scale commercial use, paving the way for a new form of air mobility.

As the global race for flying taxis intensifies, one question is on everyone’s lips: how do you rapidly design, certify and industrialise aircraft as complex as eVTOLs? To meet this challenge, the French group Dassault Systèmes is putting forward a technological approach that could well become an industry standard. In a technical paper entitled Getting Cleared for Takeoff, expert Roberto Licata explains how the company’s digital platforms can accelerate the development of these new electric aircraft.

A market that could exceed $1,000 billion

According to several projections cited in the document, the eVTOL industry – these electric aircraft with vertical take-off and landing – could reach 300 billion dollars by 2030, then more than 1,000 billion dollars by 2040.

These aircraft are at the heart of the Advanced Air Mobility (AAM) concept, which aims to transform urban and regional mobility using electric flying taxis capable of vertical take-off. According to some analyses, future urban air transport fleets could even overtake those of the biggest airlines in terms of the number of aircraft and frequency of flights within the next decade.

Obviously, in this context, the first players capable of certifying and industrialising their devices will have a clear lead.

Roberto Licata, expert in advanced air mobility

This is precisely the analysis made by Roberto Licata, Solution Experience Director for the Aerospace & Defense industry at Dassault Systèmes. He specialises in model-based systems engineering (MBSE), design and simulation.

Today, it manages a portfolio of solutions in three key areas:

• New Space,
• Advanced Air Mobility,
• technological innovation.

Its message is clear: to develop a competitive eVTOL, it is no longer enough to use separate engineering tools. You need to adopt a holistic approach, capable of connecting design, simulation, certification and production in a single digital environment.

The unprecedented complexity of eVTOL aircraft

One of the major challenges facing the sector is the technical complexity of these new aircraft. An eVTOL combines several critical technologies:

• advanced aerodynamics (multiple rotors, hybrid architectures),
• electric propulsion and high-density batteries,
• digital avionics and fly-by-wire,
• aeronautical certification is still under construction with the authorities.

The combination of all these technologies needs to be simulated to fully understand the ins and outs of the project. Whereas in the past, simulation was often used at the end of the development cycle, it is now a central part of the design process, enabling numerous configurations to be tested virtually even before a physical prototype is built.

A digital platform for simultaneous design and simulation

To meet these challenges, Dassault Systèmes is showcasing its 3DEXPERIENCE cloud platform, which combines design, simulation and data management in a single environment. This approach, known as MODSIM (Modeling + Simulation), is based on a simple principle:

• a single data model for design (CAD) and engineering (CAE),
• teams working simultaneously on the same digital environment,
• much faster design iterations.

In practical terms, this avoids the loss of information and software incompatibilities that are often responsible for delays in aeronautical programmes. The potential gains are significant:

• 20 to 40% reduction in preliminary design time,
• 40 to 60% faster convergence towards an optimal design,
• 20 to 40% faster resolution of non-conformities,
• 10 to 25% reduction in certification time.

Accelerating certification, one of the biggest challenges

In the aeronautics industry, certification is often the longest and most costly stage. For eVTOLs, the situation is even more complex: authorities such as the FAA in the United States and the EASA in Europe are still working to define the safety standards for these new aircraft.

The proposed approach involves integrating certification requirements right from the design phase, using simulations to test critical scenarios virtually:

• crashworthiness,
• bird strikes,
• electromagnetic interference.

This model-based strategy means that problems can be anticipated rather than being discovered late during physical testing.

Preparing production even before the first flight

Beyond technical development, one of the major challenges for eVTOL start-ups remains industrialisation. Moving from a functional prototype to mass production represents a major transformation.

The 3DEXPERIENCE platform also enables :

• virtually simulate assembly lines,
• optimising industrial tooling,
• synchronise suppliers and the supply chain.

European start-ups already committed

Several companies in the sector are already using these tools. These include :

• Ascendance Flight Technologies, a Toulouse-based start-up developing a hybrid vertical take-off aircraft,
• Vertical Aerospace, British manufacturer of electric aircraft,
• Zuri, a European start-up working on an accessible VTOL.

All use the Dassault Systèmes cloud platform to manage design, simulation and collaboration between teams.

A global technological battle

Advanced air mobility is now one of the most competitive sectors in aeronautics. In this battle, technology is no longer limited to engines or batteries: digital tools are also becoming a strategic advantage.

And if flying taxis do one day take off in our cities, part of their success could well have been conceived… in a French virtual environment.