Category: Expertise

It’s a subject at the heart of every debate on the energy transition: the massive installation of charging points for electric vehicles. While the figures are quite good and growing steadily, another question arises: who is really driving this development? Companies, governments or both?

As the energy transition gathers pace, the race to install charging points for electric vehicles is becoming a major strategic issue. But behind the relatively rapid growth of the network lies a mix of policies, business initiatives and, in some cases, public-private partnerships.

Installation of recharging points: public authorities get in touch…

In many countries, political will has served as a trigger. The European Union, in particular, has set itself ambitious targets for the energy transition, led by a ban on the sale of new combustion-powered cars from 2035. The Member States have followed suit, with a host of plans to support electric mobility. France, for example, has introduced financial assistance for the installation of charging points, including the “Advenir” bonus for apartment dwellers.

Governments are also using legislation to encourage the installation of charging points. In some countries, new buildings, public car parks and shopping centres are required to have a percentage of spaces equipped with charging points. In Europe, the obligation to install charging points in new or renovated buildings stems from the 2021 EPBD directive. The directive requires residential buildings to be pre-equipped – i.e. to anticipate the future installation of charging points – and non-residential buildings to install charging points for as few as 10 parking spaces.

But some countries, such as France, the Netherlands, Germany and the UK, are not content to follow these rules and have decided to go one step further. For example, France and Germany require up to 100% pre-equipment in new residential car parks, while the Netherlands and the UK systematically require bollards in new commercial and residential buildings. But it’s not just about making it compulsory. At the same time, public investment remains massive: in Germany in particular, a €6.3 billion plan has been committed up to 2026 to support the development of recharging infrastructures.

… And the private sector is stepping on the accelerator

While governments provide the impetus, it is often companies that are responsible for the actual deployment of charging points. From Tesla and Fastned to Ionity, Allego and TotalEnergies, the major players in the private energy sector have been investing in the deployment of charging point networks for several years now, buoyed by the government’s ambitions mentioned above. For the moment, they are located mainly on major roads, in major cities and in large shopping areas. These charging points promise a return on investment that will keep pace with the increase in the number of electric cars on the road, and are therefore highly attractive to these multinationals.

In rural areas, less densely populated towns and secondary roads, which are seen as less profitable in the short or even medium term, public-private partnerships are on the increase. In several European countries, they are playing a key role in developing charging stations in these still forgotten areas. In France, the government provides up to 50% of the funding for some private projects via ADEME, while in Germany, the Deutschlandnetz programme provides massive subsidies for fast-charging stations operated by private-sector operators. The United Kingdom, with its LEVI programme, also supports local authorities working in partnership with private operators. The Netherlands, meanwhile, has introduced regional tenders that enable companies to part-finance the installation and operation of recharging stations. These projects enable companies to secure long-term market share and public authorities to achieve their objectives.

Finally, in the residential and tertiary sectors, start-ups and SMEs are also taking a growing share of the market. Some companies see the installation of bollards as a natural diversification of their business, as do energy companies and public works firms. This is particularly true of Sungrow, a photovoltaic specialist that launched a subsidiary dedicated to charging stations around ten years ago.

States and companies car pool on the installation of charging points

The current dynamic is therefore based on an interaction between public incentives and private strategies. When governments push for the adoption of electric vehicles, they are obliged, in turn, to encourage the installation of charging stations. And companies see this as an attractive financial lever and are investing to make sure they don’t miss out.

And while everyone’s priorities are not always aligned (the private sector favours profitable installations, while the public authorities seek to guarantee the widest possible coverage), co-financing is a good way of encouraging companies to invest in less attractive installations, which are crucial to convincing as many people as possible to switch to electric power.

In some countries, such as the Netherlands mentioned above, the success of electric mobility (more than a third of electric cars in the fleet) is based on the balance between an incentive-based legislative and fiscal framework and early investment by local companies. An example worth following!

Often relegated to the bottom of the specification sheet, electric car motors are of crucial importance in terms of economy, performance and industrialisation.

When we talk about electric cars, the first thing we talk about is range. Unlike the world of internal combustion vehicles, where cylinders are omnipresent and sometimes more famous than the cars themselves, like the V12 Bizzarini and other ‘in-line sixes’, when it comes to watts, engines are generally relegated to the background and it sometimes seems as though there is only one type of engine for all electric cars. In fact, the opposite is true! Whether already produced on a large scale, present in niche models or still in the gestation stage, there are several types of electric car motor, of which the following are the main ones.

Permanent magnet synchronous (PMSM) electric car motors

Widely used in electric cars, the PMSM motor works thanks to magnets containing neodymium, a rare earth, which, placed in the rotor (the rotating part), rotate according to the magnetic field generated by the stator (the fixed part). It is highly efficient, with energy yields well in excess of 90%, making it ideally suited to the automotive industry. If we add to this the fact that it is very compact and fairly light, this makes it, despite its relatively high cost due to raw materials, the motor of choice for many well-known models such as the Nissan Leaf or the Toyota Prius hybrid.

The asynchronous motor

Here, there are no magnets in the rotor. To put it very simply, the stator produces a magnetic field whose energy is transmitted to the rotor. The rotor in turn produces a magnetic field. The two fields, like a wrestler facing a boxer in an octagon, will then confront each other and make the rotor turn. Without permanent magnets, the induction motor is cheaper to produce than the PMSM. It is also more robust thanks to its simpler structure, and less sensitive to heat despite an average energy efficiency of just under 90%. Induction motors are found in Tesla Model S and X vehicles.

The variable reluctance synchronous motor or SRM

Here’s the SRM: no permanent magnets, no windings, no critical raw materials such as rare earths, just gears on the rotor and stator that create movement by aligning themselves. Inexpensive to manufacture, durable and capable of handling a lot of torque at low revs (ideal for an electric car). However, it is not very widespread and, for the moment, it is mainly the subject of research by start-ups. Why is this? For one thing, it’s noisier than its counterparts. But that’s not its only drawback. It’s also electronically controlled, which adds a whole host of data to integrate, making it complex to manage.

Axial-flow electric car motors

This is the motor that could well change the face of the world. Here, unlike in radial flux motors, the movement of the magnetic field is parallel to the axis of rotation. In other words, axial flux motors are flat and therefore more compact, while retaining their efficiency. This architecture also makes it easier to cool the motor, thereby increasing its performance. Today, these motors are still too expensive to manufacture for large-scale deployment, but manufacturers are nonetheless paying close attention to developments in this technology. The latest example is Mercedes’ acquisition of the British company YASA, which specialises in axial-flow engines.

Summary :

Like the car industry, the motorbike industry needs to reinvent itself before 2035. Electric scooters and motorbikes are gradually making their way into our towns and cities, appealing as much to city dwellers concerned about their carbon footprint as to enthusiasts of new technologies. But before taking the plunge, consumers need to ask themselves a number of crucial questions…

Given the small size of the battery, will it last long enough to get you from home to work? Where, when and how do you recharge? Are you eligible for government subsidies? Are the charging points different from those for electric cars? And many more besides… All these (legitimate) questions are concerns that put the brakes on the purchase of an electric scooter or motorbike.

Basile Delaruelle, a Parisian student and owner of an electric scooter, experiences this on a daily basis: ” I can make a round trip between my home and my school, but really not much more… On the second return journey, i.e. once I’ve covered around twenty kilometres, I often find myself below 20%, and the scooter automatically slows down “. This weariness is well reflected in the market for these two-wheelers over the past two years…

To put this into context, over the period 2019-2022, the market is seeing a significant increase in sales, due to several factors:

● The growing restrictions of the ZFEs (Low Emission Zones),

● Government subsidies for the purchase of electric scooters,

● The boom in home deliveries (mainly during the COVID-19 period, with Deliveroo, UberEats, etc.).

All these changes have pushed companies and individuals alike to seize the opportunity of this EV. The result: in 2022, 50,992 registrations in France, representing a market that is 71.1% up on 2021 (according to the Solly Azar – AAA Data Observatory).

However, since 2023, the trend has been reversed… This year, the market for electric two-wheelers has fallen by 16%. And this trend has not improved since…

A number of factors are holding back the adoption of EVs by users. Two-wheelers are coming up against an increasing number of much more flexible alternatives. Electrically-assisted bicycles and scooters, for example, do not require a licence, so the target audience is much wider. Basile confirms the practical complexity of this EV: “ On my electric scooter, I have to take the battery apart every evening to recharge it at home. It’s a real hassle, especially if you don’t have a garage. What’s more, these batteries are relatively portable: ” They’re heavy… When you’re on the move all day, carrying your battery around under your arm isn’t really practical.

However, with ecological constraints, anti-pollution regulations and rising fuel prices, by 2025 electric scooters are an imperative choice, but one that needs to be carefully negotiated. However, even if it’s a good deal, it’s still essential to find out exactly what you need and what your budget is before buying an electric scooter or motorbike…

Which licence for which vehicle?

For thermal two-wheelers, the rule was quite simple:

● 50CC engine = AM licence (former BSR)

● 125CC engine = A1 licence (or “125 licence”) or B licence + “125 training”.

● +125CC engine (and more powerful) : A licence

With the arrival of electric scooters, motorbikes and maxi-scoots, the concept of engine capacity is changing:

● 50CC equivalent: scooters with a power rating of around 4 kW, max speed 45 km/h (Accessible with AM / BSR licence)

● 125CC equivalent: scooters with a power rating of between 4 kW and 11 kW, capable of speeds in excess of 45 km/h (Accessible with A1 licence or Permis B + “Formation 125”)

● Maxi-scooters and electric motorbikes (power between 11 kW and 35 kW): Requires an A2 licence, accessible from the age of 18, with a theory and practical test.

Ultra-efficient models, a category ≥ 35 kW

Some 100% electric maxi-scooters, like the BMW CE-04, have very specific ambitions. In 2014, BMW launched its ‘C-Evolution’ range with a clear objective: to compete with market benchmarks such as Yamaha’s T-Max and Honda’s Forza, which are widely acclaimed for their sportsbike-like performance.

To offset this decline in the electric two-wheeler market, some companies, such as Zero Motorcycles, are slashing prices on certain models. You can expect discounts of up to €6,000, depending on the model and year of manufacture. The discounts apply to the whole range, from the 125 CC equivalent to the most powerful models.

The aim is to make these motorbikes more accessible, attract more people and help the market move towards electric two-wheelers.

At a time when cities are looking to move away from internal combustion, these EVs represent credible alternatives. But the choice needs to mature, between technical constraints and financial incentives.

Electrification is leading us to rethink the way we look at cars, not only in terms of fuel consumption, driving and technology, but also in terms of design. A car may still look like a car (for the time being), but there are increasingly significant differences between internal combustion engines and electric cars in this respect.

At the beginning of the electric car boom, manufacturers were generally content to affix a blue or green badge somewhere on the bodywork to get the message across that the car was electric, usually when there was a perfect copy of the internal combustion version. This was a way of saving money. But in recent years, with the advent of 100% electric models, EVs have become increasingly recognisable, and not just because of the silence of their engines.

No internal combustion engine, more freedom

It’s no secret that an electric motor takes up much less space than a combustion engine. It frees up space under the bonnet, of course, but also under the car: no exhaust system, no clutch, that’s a lot of space. Once this
Once that big thorn had been removed, the designers were able to reduce the length of the bonnet, lower the front end and enlarge the passenger compartment. In addition to the disappearance of the engine block, the ‘skateboard’ platform – a flat chassis incorporating the batteries and axles – has also become widespread. Here again, thanks to a flat floor, it is possible to gain space inside while lengthening the wheelbase without compromising the harmony of the lines. The profile of electric cars thus becomes more fluid, almost monobloc. We all remember the first time we saw a Tesla Model 3, that strange feeling of knowing it’s a car, but not really being able to explain why it doesn’t make the same impression on us as the one next door…

A revamped front end

The grille is one of the most iconic features of an internal combustion engine car. Often used to identify a make or model, their main function is to let air into the engine block to cool it. An electric car needs little or no air. This means that designers can come up with sleeker faces and play around with light signatures. We’ve seen this recently with the Hyundai Ioniq 5 and the Renault 5 E-Tech, among others, which take on a futuristic style tinged with digital technology.

The thorny issue of aerodynamics

Aerodynamics is one of the reasons why an electric car still looks a lot like a combustion engine car: because, if it works, there’s no reason to shake things up too much. But the issue of reducing drag is even more crucial for EVs, because range depends on it – perhaps the most famous brake on the mass electrification of the car fleet. As a result, the lines of electric cars are simpler, tauter and, in short, sharper. Handles are flush, rims are solid and even, on some models like the Honda E, rear-view mirrors are replaced by cameras.

Reinventing the interior

The cabin has also benefited from the switch to electric power. With the disappearance of the ‘central tunnel’, seating arrangements are freer and there is more space for passengers, but also for electronics. So there’s no need to condense everything and, little by little, digital technology is replacing physical controls and the screens are getting bigger and bigger. Of course, it was Tesla, the pioneer of the electric car, who launched this movement of minimalism mixed with technology and large volumes. Since then, it has become the norm for all manufacturers, but we are not immune to the arrival of models that go against this trend and take advantage of the space offered by electric cars to integrate as many components as possible into the cabin, turning it into a real living room on wheels.

Between new beginnings, conservatism and a clean slate

Car design is the clearest message that brands send to consumers. It is therefore partly thanks to design that we know more about a manufacturer’s intentions with regard to its electric ambitions. Some manufacturers, such as Hyundai, Kia, Renault and Volvo, among others, are taking advantage of the switch to electric vehicles to completely rethink their design vocabulary, without throwing away several decades of history and visual identity. You can recognise the brand name, but you can feel the change of era. Other brands, such as Porsche with its Taycan, Maserati with its Grecale Folgore or Peugeot with its e-208, remain very close to their design heritage, which means they can avoid upsetting their customers too much. So the changes are being made gradually, first to the cabin and then, as the restyling progresses, to the bodywork. It’s a dilemma that only concerns established carmakers! The new Chinese giants have started from scratch and, without the weight of a strong visual identity on their shoulders, they have been able to let loose with their design and create new codes. With Xpeng and its ultra-fine light signature, BYD and its shark-like front end, and Nio and its pure lines, we are witnessing a small revolution. Jaguar’s recent example and the uproar caused by the presentation of its radical Type 00 are proof of this.

In short, car design has always been a question of balance, whether in terms of lines or volumes, but there is also a marketing balance to be respected by the brands, which will have to take advantage of the freedom offered by electric cars, but without shocking customers who are very used to classic design, which has been anchored in the collective imagination for a century…

As electric mobility gains ground, the question of recharging infrastructure becomes central. Recharging your vehicle should no longer be a constraint, but a formality, accessible throughout the country.

France currently has more than 163,000 charging points open to the public, spread across all its regions. Behind this figure lies a genuine transition effort, led by both public and private players to support the growth of electric vehicles.

This map, published by the Association nationale pour le développement de la mobilité électrique (AVERE), shows the number of charging points open to the public, region by region. Its role is to inform users about the current momentum, driven by a shared desire to guarantee fair access to recharging and to support motorists in this transition.

As part of this energy transition, the government has set a target of 200,000 charging points by 2026, and 400,000 by 2030, including at least 50,000 fast-charging points. This is a major ambition, designed to meet the growing demand for infrastructure for electric vehicles.