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Category: Expertise

  • France 2035: what will electric cars look like?

    France 2035: what will electric cars look like?

    Eva Pellerin

    As France prepares to ban the sale of new combustion-powered cars from 2035, the electric car is gradually establishing itself as the mainstay of tomorrow’s mobility.

    By 2035, as announced by the French Ministry of Ecological Transition, all new cars in France will be electric, because it will be forbidden to sell combustion-powered cars. In 10 years’ time, the face of France will have changed radically. More autonomous, more intelligent, more connected, the car of the future promises a major transformation in usage.

    Autonomy boosted tenfold by technology

    Fears about range, long considered to be the main obstacle to the adoption of electric cars, could be lifted in the next decade. A Blue Solutions gigafactory is planned in France to produce solid batteries with a range of up to 1,000 kilometres and recharge times of 20 minutes. These batteries, which have an energy density 30% to 40% greater than current lithium-ion cells, should be in large-scale production by 2030.

    In terms of infrastructure, France expects to see a marked acceleration: according to ADEME, more than 400,000 public charging points will be deployed by 2030, compared with around 120,000 today. In addition, players such as Renault and Stellantis believe that ultra-fast charging technologies will enable 80% of the battery to be recovered in less than ten minutes in the medium term.

    view paris car traffic france 2035 electric car
    Credit: Ante Samarzija

    Artificial intelligence at the wheel

    The real revolution is likely to come from on-board intelligence. According to a study published in March 2025 by European researchers, level 4 or 5 autonomous vehicles could account for a significant proportion of new vehicle registrations in Europe by 2035. These vehicles would be capable of travelling without human intervention under certain conditions, transforming the driving experience.

    In France, companies are already working on systems incorporating cameras, lidars and artificial intelligence capable of managing driving in complex urban environments. According to IFP Énergies Nouvelles, these systems will learn to anticipate road behaviour, adapt to the user’s driving style and optimise journeys in real time.

    France 2035, an electric car that’s always connected

    In 2035, the car will also be a mobile digital terminal. Thanks to 5G – or even 6G – networks, vehicles will be in constant communication with their environment: other cars, road infrastructure, the user’s home, etc. This connectivity will enable remote software updates, seamless interaction with connected objects in the home, and even the integration of voice assistants. This connectivity will enable remote software updates, seamless interaction with connected objects in the home, and the integration of ultra-personalised voice assistants.

    The Software République project, launched by Renault with Atos, Dassault Systèmes, STMicroelectronics and Thales, illustrates this trend towards a car that becomes a digital service: users will be able to manage their diary, calls, entertainment and even home automation from their dashboard.

    A technological… and social revolution

    But this revolution also poses human challenges. According to the France 2030 report presented by the government, major efforts will have to be made to support this transition: support for the purchase of electric vehicles, training in automated driving, and retraining for jobs in the automotive industry. The issue of digital inclusion and access to technology for all will also be at the heart of the debate.

    In ten years’ time, the car will no longer be a simple mechanical object. It will become an intelligent, connected space, integrated into our lifestyles and infrastructures. Provided that this development remains at the service of sustainable, accessible and equitable mobility.

  • Electric scooters and motorbikes: between green dreams and practical problems

    Electric scooters and motorbikes: between green dreams and practical problems

    Mathis Miroux

    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…

    Credit: Zero Motor Cycles

    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).

    Credit: Pink Mobility

    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.

    Credit: Tarform Motor Cylce


    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.

  • How does the electric nature of a car influence its design?

    How does the electric nature of a car influence its design?

    Julien Chassagne

    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…

    Credit: Tesla

    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.

    Credit: Renault

    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.

    Credit: Jaguar

    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…

  • Charging stations: what’s the current state of deployment in your region?

    Charging stations: what’s the current state of deployment in your region?

    Marceau Nio

    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.

    IRVE Barometer
    IRVE Barometer – AVERE FRANCE
  • The French market for electric cars without a licence: a revolution in the making

    The French market for electric cars without a licence: a revolution in the making

    Julien Chassagne

    With more than 30,000 registrations in 2024, France will account for almost 50% of licence-free car sales in the European market.

    Long marginalised, these no-licence cars (VSPs) are enjoying a second lease of life in France, thanks in particular to electrification and modern communication aimed at attracting (very) young drivers – from the age of 14! – but also city-dwellers keen to reduce their environmental impact and make their cars more practical. With the ecological transition playing an increasingly important role in the minds of the French, and city traffic becoming more and more difficult for conventional combustion-powered vehicles, electric MPVs are an extremely attractive alternative.

    black electric no-licence car

    Why are electric licence-free cars so popular in France?

    Electric MPVs are continuing to win market share from their combustion-powered rivals, as well as from ‘conventional’ cars, because they appear to be a natural response to many of today’s problems. For example, the ever-increasing cost of a driving licence, which for more and more urban dwellers is no longer as useful as it once was, and the spread of populations, which means that people living in more isolated areas are choosing the car at an ever younger age, are the two main factors behind the overpopulation of PSVs in France.

    But we can also add to this the lower speed limits in town (a licence-free car is limited to 45 km/h), the elimination of parking spaces and the increasing costs associated with the use of a conventional car (insurance is generally less expensive and roadworthiness tests are less frequent).

    Finally, the electric version cuts the bill even further by reducing maintenance and fuel costs. To sum up: a licence-free car is full of advantages for an ever-growing proportion of the French population… and its electric version is even more advantageous!

    red electric car

    Incumbents vs. traditional builders: beneficial emulation

    Historically dominated by combustion engines, the French PSV market seems to be moving slowly but surely towards electric power. The boom of the Citroën Ami, launched in 2020, has had a lot to do with this, with more than 65,000 units sold in 5 years. It has recently been joined by another small electric no-licence car from a major manufacturer, the Fiat Topolino. These two models have enabled their manufacturers to take second and fourth place respectively in the rankings of the biggest sellers of licence-free cars in France in 2024.

    All this in the face of players who are already well established and, above all, specialised. Pioneers who are not giving up, however, since the leader, Aixam, has added a 100% electric range, as has Ligier which, after seeing Citroën overtake it, was only a few thousand sales away from seeing Fiat do the same! The fact remains, and this is good news for everyone, that sales of the four brands mentioned have risen sharply between 2023 and 2024. This competition is good for a market that was once considered old-fashioned, as it has encouraged the Stellantis giants to invest in innovation around this soft mobility that they had sidelined for too long, and also the traditional players to speed up their electrification. All this while glamorising electric PSVs with marketing campaigns!

    In the space of just a few years, licence-free cars have gone from being a “punishment for those who lose their licence” to a highly desirable form of soft mobility. And in this market, it’s a case of give and take: on the one hand, electric cars have given a boost to the PSV, and on the other, the growth of the PSV means that the French car fleet can be electrified more quickly.

    Top 4 PSV manufacturers in France (2024)
    1- Aixam / 10,771 sales / Growth of 8.7% / Combined heat and power / 33.9% of the market
    2- Citroën / 9,267 sales / Growth of 4.2% / All electric / 29.3% of the market
    3- Ligier / 5,869 sales / 8.4% growth / combustion and electric / 18.5% of the market
    4- Fiat / 4,567 sales / First year / All electric / 14.3% of the market
    ( Voltandgo figures)

  • French public transport: where will electric vehicles fit in tomorrow?

    French public transport: where will electric vehicles fit in tomorrow?

    Eva Pellerin

    In the face of the climate emergency and the need to decarbonise mobility, France is speeding up the transition to cleaner public transport. From one end of the country to the other, from metropolises to rural areas, projects are accelerating in favour of electric transport. An overview of a major transformation.

    Credit: RATP
    Credit: RATP

    Île-de-France on the front line

    The Paris region is at the heart of the energy transition in the public transport sector. With its ambitious ” Bus2025 ” programme, RATP plans to convert all of its 25 operational centres to electric and biomethane engines by the end of 2025. Eventually, 1,000 electric buses and 1,300 buses running on renewable gas will be on the roads in Paris and its inner suburbs. This project should make it possible to halve CO₂ emissions linked to bus traffic. It is part of RATP’s overall objective to reduce its greenhouse gas emissions by 50%.

    At the same time, Île-de-France Mobilités is continuing to extend the transport network, with metro line 14 reaching Villejuif-Gustave Roussy station in early 2025. The launch of the Tzen 4 bus line, replacing line 402 between Viry-Châtillon and Corbeil-Essonnes, is also planned. Tzen 4 is a world first: it will be the first 24-metre bi-articulated bus, 100% electric, with ground recharging in less than five minutes.

    Electric cars are gaining ground in major cities

    In France’s major cities, electric vehicles are playing an increasingly visible role in urban transport networks.

    Lyon is planning a far-reaching transformation of its network, with the integration of electric vehicles into the future unified TCL network from September 2025. The city is also adapting its infrastructure to accommodate new electric buses and test pilot lines on the outskirts.

    In Bordeaux, the deployment of express bus lines is based in part on electric vehicles, with the first service scheduled for 2025. The already electrified tramway lines are also being extended (lines E and F), strengthening the non-polluting offer in the city.

    In Marseille, the “Marseille en Grand” plan includes electrified BRTs (Bus à Haut Niveau de Service). Line B4, due to enter service in 2025, will operate with an all-electric fleet. The city also plans to integrate more electric buses into its RTM network.

    The northern districts will have a high service level bus by early 2025
    Credit: B4 BRT public consultation file

    In the regions: major projects

    Looking beyond the metropolises, France intends to strengthen inter-urban and peri-urban mobility via the Regional Metropolitan Express Services (SERM), a concept inspired by the RER in the Paris region. Fifteen projects have been approved, covering cities such as Strasbourg, Lille, Nantes and Grenoble. These SERMs combine trains, express coaches, safe cycle paths and unified pricing to facilitate access to clean mobility.

    Urban and interurban logistics are also concerned: 972 charging points for electric HGVs have been deployed in depots, and 24 public charging stations for HGVs opened on 1 January 2025. These infrastructures are strategic for supporting the decarbonisation of freight.

    Electricity grid: an essential link

    The widespread use of electricity raises the question of energy infrastructure. RTE, the operator of the public electricity transmission network, is planning massive investment between now and 2040. The aim is clear: to adapt the network to support the growth in electric mobility, while guaranteeing the reliability of supply.

    A still fragile transition

    While the momentum is there, the transition is still fraught with obstacles. The cost of the projects, the slowness of certain local consultations and the problems of maintenance or training in the new technologies are sometimes holding back the momentum. Social acceptability, particularly in rural areas or areas with poor access, remains a major challenge.

    France is well and truly engaged in a profound transformation of its public transport system. While the major cities are playing a leading role, the widespread use of electric mobility will also depend on regional planning, infrastructure and the collective ability to make this transition a lever for cohesion and sustainable development.

  • Sungrow, a solar energy giant reinventing fast charging

    Sungrow, a solar energy giant reinventing fast charging

    Julien Chassagne

    During the DriveToZero trade show at Porte de Versailles on 4 and 5 June, ECO MOTORS NEWS had the opportunity to meet Robert von Wahl, EV Charging Europe Director at Sungrow, one of the world leaders in renewable energies, which decided ten years ago to put its expertise at the service of electric vehicle charging.

    Credit: Sungrow - DriveToZero
    Credit: Sungrow – DriveToZero

    Electric mobility is, of course, all about the hardware – the vehicles themselves – and the software – the on-board software and technologies – as well as recharging. And with recharging comes a host of issues to be resolved, whether in terms of the energy used and its storage, management of the power delivered or the surface area occupied by charging points in recharging stations, car parks, bus and lorry depots, etc. Some companies are already well ahead of the game in these areas. This is particularly true of Sungrow, the Chinese giant and world leader in power conversion, which was founded in 1997 on the renewable energy market, focusing on photovoltaic (PV) inverters. In the mid-2010s, anticipating the coming boom in electric mobility, the group set up a branch dedicated to recharging, with Robert von Wahl as European Director. At DriveToZero, Robert von Wahl took the time to explain the company’s strategy, illustrating the current challenges facing players in the market and the solutions needed to meet them.

    Satellite recharging… on the cow floor!

    In order to solve the problem of the lack of space in charging stations, whether public or private, while offering power for fast charging, Sungrow has developed what it calls “satellite charging”, which has nothing to do with the conquest of space. Sungrow has developed what it calls “satellite charging”, which has nothing to do with the conquest of space. As Robert von Wahl explains, these systems ” separate the power supply from the charging point itself. A single power cabinet can therefore supply several satellite charging points spread across a site”. This configuration is particularly well suited to ” bus depots or logistics hubs where space is limited and several vehicles need to be recharged simultaneously “, he adds. As well as saving space, this architecture reduces infrastructure costs, limits connections and offers greater flexibility in adapting the network to the changing needs of the vehicle fleet.

    Credit: Sungrow - DriveToZero
    Credit: Sungrow – DriveToZero

    Modularity and efficiency are essential for companies that make intensive use of their charging points. Sungrow’s catalogue now includes several of these ultra-fast chargers, which can intelligently distribute the power of the power cabinet (480 kW) between several vehicles connected simultaneously. So, taking the example of a lorry depot, it is possible to deliver less energy to the vehicle that you know won’t be setting off again until the next day and, from the same charging point, deliver sufficient energy to another vehicle so that it can set off again within the next two hours.

    ESS + PV + DC = future?

    Don’t understand the equation? Don’t panic. Before we met Sungrow at the show, it was all a blur to us too! ESS stands for storage solutions, PV for inverters that convert solar energy and DC for direct current, often used to refer to fast recharging. And, according to Robert von Wahl, ” by integrating energy storage, photovoltaics and DC charging, we obtain a complete energy management solution ” that enables batteries to be charged during off-peak periods thanks to solar energy, and then to supply vehicles during peak demand periods. It’s a way, he continues, of ” reducing the costs associated with hourly grid tariffs, relieving the load on the grid, and guaranteeing locally produced, green energy “. While having the necessary know-how and experience to offer this ‘all-in-one’ solution in-house, as Sungrow does, is still not widespread on the market, our visit to the DriveToZero show showed us that many start-ups and companies are increasingly thinking about this more global approach.

    European challenges

    Although Europe is making good progress, it is still marked by regional disparities. ” Europe is making rapid progress, but there are still significant imbalances between countries ,” says Robert von Wahl. According to him, in France, efforts have been made, mainly in urban areas, but the density of rapid charging points is still insufficient at national level on the motorway networks. The main reason, noted by many players in the sector, is the electrical capacity available in certain areas, particularly commercial areas. ” In these areas, the grid connection is often limited. It is difficult to supply several ultra-fast charging points without significant investment,” he points out. Furthermore, standardisation of protocols and interoperability between operators remain crucial issues. Sungrow, for its part, is responding with customisable, ‘intelligent’ solutions that are compatible with a wide range of configurations, both geographical and technical, but there is still a considerable amount of work to be done in the field.

    Credit: SUNGROW HQ
    Credit: SUNGROW HQ

    The advantage that the Chinese group has over its competitors – in addition to 25 years of world leadership in energy conversion – is the experience it has acquired in its home country, which is ahead of Europe when it comes to recharging infrastructures. Our ambition is to become a key player in the electrification of transport in Europe”, says von Wahl, “and to achieve this, the company relies on modular products that can be adapted to local standards, and invests in R&D on European soil “. Indeed, the company has set up its R&D department in Amsterdam, the Netherlands, a strategic hub for the development of electromobility on the Old Continent.

    This strategy is accompanied by industrial partnerships with local players, as well as with universities and public authorities, in order to ” simplify the large-scale deployment of intelligent charging infrastructure “, concludes Robert von Wahl. By combining solar energy, intelligent storage and ultra-fast charging in a complete, compact architecture, Sungrow is positioning itself as a key player in the energy transition, and if the many start-ups we met at DriveToZero are anything to go by, it could well become a benchmark in the years to come.

  • Charging and electric cars: who’s shaping the future?

    Charging and electric cars: who’s shaping the future?

    Marceau Nio

    There are countless electric cars on the road, electric charging points and adverts promoting ‘cleaner’ mobility. Electromobility is no longer an emerging trend; it has become an everyday reality that is established throughout the world.

    But behind this term with its technical meaning lies a real upheaval. Electromobility isn’t just about replacing an internal combustion engine with an electric battery, it’s about transforming an entire ecosystem: from historic carmakers to innovative start-ups and equipment manufacturers, let’s take a look at the pillars of global electromobility.

    Credit: Qovoltis
    Credit: Qovoltis


    Car manufacturers: the global battle rages on

    For more than a decade, a number of manufacturers have been leading the way in electric cars. Tesla, of course, remains the symbol of this revolution. With its innovative models, the Californian firm has shaken up the established order and forced the giants of the sector to adapt. With almost 1.8 million electric vehicles sold in 2024, Tesla remains the best-selling brand in the world.

    But this dominance could waver, as Chinese manufacturers continue to play a major role in the sale of 100% electric vehicles: BYD (1,764,992 vehicles sold in 2024), GEELY, SGMW, NIO and Xpeng, among others, account for 28% of the market and make China the world’s leading market. This is because China produces on a large scale and now exports to Europe. The Middle Kingdom is banking on an integrated industrial strategy, backed by massive state support.

    To stay in the race on a global scale, European manufacturers are reinventing themselves. Nissan and Renault have been pioneers since 2010, when the Nissan Leaf and Renault Zoé enabled thousands of drivers to switch to electric cars. Today, the majority of European car market leaders such as Volkswagen, BMW, Mercedes-Benz, Renault and Stellantis are stepping up their efforts to electrify their ranges, with initiatives to offer affordable models at around €25,000.

    Equipment manufacturers: the craftsmen of electromobility

    Behind every electric car are specialist suppliers who design the key components: batteries, motors, electronic management systems and recharging stations. These equipment manufacturers play a fundamental role in this ecosystem.

    CATL (China), LG Energy Solution (South Korea) and Panasonic (Japan) dominate the global lithium-ion battery market. Between them, they power millions of electric cars. In Europe, things are much more laborious. Although companies like ACC (backed by the PSA Group, Total and Mercedes-Benz) and Verkor are emerging, Europeans are still unable to compete with the Asian giants.

    In addition to batteries, other essential components, such as driving assistance systems and engines, are developed by renowned equipment manufacturers such as Valeo, Bosch and Continental.

    The recharging station sector, essential to all electric mobility, is booming. Tesla is one of the market leaders with its Superchargers, but competition is intensifying. Atlante, IONITY, Electra and Fastned recently joined forces to form the Spark Alliance, with a clear objective: to become the largest ultra-fast charging network. This is a strong sign that the Old Continent is gaining ground in this field.

    Start-ups: innovation for tomorrow’s mobility

    Start-ups play a key role in innovation in electric mobility. In France, Gireve facilitates the interoperability of charging points, while Qovoltis offers intelligent charging solutions.

    Internationally, a number of projects aimed at improving the comfort of motorists are emerging. These include StoreDot, which is developing ultra-fast-charging batteries that can go from 0 to 80% in just 5 minutes, and Pulsetrain, a German start-up that designs integrated systems for electric vehicles that extend battery life by up to 80%.

    These start-ups are providing practical solutions to the technical and user challenges of electric mobility. From intelligent recharging to battery optimisation, they are already shaping the car of tomorrow.

    Credit: This_is_Engineering
    Credit: This_is_Engineering

    In 2025, electromobility is no longer a gamble on the future; it’s a global race that’s well under way. Tesla retains its benchmark status, Chinese manufacturers dominate large-scale production, and Europe is playing the innovation card: industrial alliances and disruptive start-ups to stay in the race.

    Behind this transformation, an entire ecosystem is mobilising, with a common objective: to create more sustainable, intelligent and accessible mobility. And one thing is certain: the shift to electric vehicles has only just begun.

  • Electric retrofit, pleasure without the hassle

    Electric retrofit, pleasure without the hassle

    Julien Chassagne

    Long confined to the margins of electromobility, electric retrofitting, which refers to the electrification of internal combustion vehicles, is attracting more and more private individuals and professionals. Arnaud Pigounides, founder of Retrofuture and a pioneer of the sector in France, talks to ECO MOTORS NEWS about the technical, economic and regulatory challenges that lie behind the vintage elegance of old cars that have been retrofitted with watts.

    ” Retrofitting means keeping the pleasure, but getting rid of the problems “. That’s how Arnaud Pigounides sums up the electrical retrofit of old vehicles. It’s a phrase that perfectly embodies the philosophy of this entrepreneur who, for nearly 10 years and with the launch of Retrofuture, has been giving a second life to old vehicles by replacing their internal combustion engine with a 100% electric motor. At the time, the practice was not even legally regulated in France. Today, it is governed by a strict framework, the fruit of a long process of awareness-raising and industrial alliances. ” I was the first to do it in France, long before it was officially recognised. It has its advantages… and its disadvantages “, smiles the man who has now expanded his business by creating the REV Mobilities group, whose activities also include retrofitting buses, commercial vehicles and worksite vehicles.

    Electrical retrofitting of older vehicles, for which profiles?

    Arnaud Pigounides identifies three main types of customer for classic car retrofits. Firstly, wealthy enthusiasts, often collectors, who want to enjoy their prestige vehicle without the mechanical and environmental constraints of combustion engines. “Then there are those who want to drive a retrofitted Aston Martin or Rolls on a daily basis. These are often people from upper-income brackets, bankers and executives, who also have the internal combustion version in their garage. Then there are the professionals. And not just for recent buses and vans. Hirers of vintage vehicles, which are used for public events, are looking for a retro look while being able to rely on a reliable, economical vehicle that complies with low-emission zones (ZFE). ” For example, we have a customer who has converted an old Volkswagen Combi into an electric beer tapping machine for weddings and festivals. It’s economical, reliable and fits into Paris. Finally, the entrepreneur is seeing a new audience emerge: private customers who are convinced that electric retrofitting makes more sense – economically and ecologically – than buying a new vehicle. ” Some people would rather retrofit a Fiat 500 or Defender for €20,000 or €30,000 than invest in an electric city car, which can be more expensive and full of electronics, which they consider useless.

    Small steps towards democratisation

    Despite its potential, retrofitting remains a niche sector. The main obstacle to large-scale expansion? Speed. You don’t retrofit a car the same way you change a tyre – you may have to wait six or even nine months. Behind this difficulty lies the sinews of war: money. ” We can’t stock kits in advance in every garage. A stock of 1,000 kits at €20,000 each means €20 million tied up. No French player yet has this capacity “. Especially when the vast majority of customers use a third party to finance their purchase on credit. For the moment, then, the cash in the coffers of retrofitters doesn’t allow them to move any faster.

    Another obstacle is certification. Each kit has to be certified for a specific model. ” Even between a Citroën Jumper and a Renault Master, you can’t use exactly the same batteries. Three centimetres difference in the chassis and everything changes “. As a result, only a few models, chosen by each retrofitter according to its suppliers, are available today.

    But can we ever imagine a universal kit, adapted to any model? Modular batteries and adaptable engines are being studied, but 100% standardisation is out of the question: ” A 2CV can’t be fitted with a 200bhp engine. You have to respect the structure and weight of the vehicle.

    European harmonisation, for which Arnaud Pigounides and his colleagues are currently fighting, could also make a big difference. ” Today, a Fiat 500 bought in Portugal and retrofitted in France is only approved for France. This is absurd. In 2026, we’ll have common regulations, at least for commercial vehicles and heavy goods vehicles. That will open up the market. Then, we hope, it will be extended to all vehicles “.

    There is also one final difficulty, but above all it is the guarantee for the customer that he is buying a vehicle that will stand the test of time and not be a financial drain: the ten-year guarantee. Then, unlike some foreign retrofitters who install second-hand batteries and motors from damaged vehicles, in France we use new batteries made to order and motors specially designed for electrical retrofitting. No do-it-yourself, which is reassuring, but it is also a further brake on rapid large-scale development in Europe.

    Revenge for the unloved, without the smell of petrol

    Retrofitting is also an opportunity to give cars that have been unfairly sidelined a second lease of life. At Rétrofuture, the focus is on forgotten models from the 80s and 90s. ” There ‘ s a huge demand for Jaguar XJs, even Rolls-Royces from the 90s. These cars were disparaged because of their engines and their ratings are relatively low, but once electrified, they become desirable, reliable and unique.

    The same goes for small convertibles, which, with very few exceptions, are now shunned by manufacturers who prefer to produce SUV after SUV. By retrofitting MGBs or Triumph Spitfires, an entire lifestyle and driving philosophy can be revived.

    So, is retrofitting a viable solution? According to Arnaud Pigounides, the answer is yes, as long as you understand its limits and potential. Retrofitting won’t replace mass production by manufacturers, but it does offer a credible alternative for specific uses, targeted populations and, above all, more rational mobility. ” The average daily journey for a French person is 20 km. Our customers aren’t looking to tour France. So why buy a new vehicle that you don’t like, when you can have a car that looks good, is electric, reliable and doesn’t smell of petrol ? In short, it’s a way of reconciling the past and the future on four wheels.

  • 5 Chinese electric cars to know

    5 Chinese electric cars to know

    Julien Chassagne

    Within the electromobility ecosystem, China is the biggest manufacturer, the biggest seller and the biggest market, thanks in particular to its manufacturers – led by BYD, which could rapidly become the world’s leading manufacturer of
    electric vehicles – whose models are gradually arriving on the Old Continent, particularly in France. So here are five Chinese electric car models you need to know about before you find them on every street corner!

    BYD Atto 3

    Available in France from 2022

    The BYD Atto 3 is a compact 100% electric SUV equipped with an in-house Blade LFP 60.5 kWh battery offering a range of around 420 km (WLTP). It is powered by a 200 bhp engine that accelerates from 0 to 100 kph in 7.3 seconds. Available in France from the end of 2022, this model illustrates BYD’s determination to make its mark in Europe with a range that is accessible, well finished and technically reliable. The manufacturer is actively developing its distribution network in France to support this ambition.

    Price: €38,990

    Credit: BYD Atto 3

    BYD Dolphin

    Available in France from 2023

    As leader of the field, BYD is entitled to two mentions in this selection. The Dolphin is a 100% electric compact car with a range of between 340 and 427 km, depending on whether it is fitted with a 44.9 or 60.4 kWh Blade LFP battery. This versatile city car will be available in France from the end of 2023, and BYD is using it to enter the ‘accessible’ electric car market. Priced at less than €30,000, it is aimed at a wider audience than the Atto 3. The Dolphin will certainly spearhead BYD’s dream of conquering Europe.

    Price: €29,990

    Credit: BYD Dolphin

    Leapmotor T03

    Available in France from 2022

    The Leapmotor T03 is a small city car (3.62 metres) that boasts a range of 265km, thanks to a 37.3 kWh battery. Although Leapmotor had hoped to ‘get around’ the customs measures taken by France to counter Chinese manufacturers by partnering with Stellantis to assemble the T03 in Europe, this may prove more complicated than expected. The fact remains that Leapmotor still intends to flood the European market by the end of 2025, fulfilling its initial objective of offering an electric city car for under €20,000.

    Price: €19,500

    Credit: Leapmotor T03

    NIO ET5

    Available in Scandinavia, the Netherlands and Germany

    A change of category with the NIO ET5. This electric saloon is powered by two engines delivering a combined output of 490 bhp and promises a range of up to 1,000 km – yes, yes – with its largest available battery (150 kWh). For the moment, NIO is targeting markets with a strong appetite for electric vehicles and high purchasing power – Norway and Scandinavia in general, the Netherlands and Germany – but it is not ruling out a move into France as early as 2025. The aim? To conquer the premium segment currently dominated by Tesla!

    Price: €47,500

    Credit: NIO ET5

    XPeng P7 / P7+

    Gradual European roll-out from 2021

    We’re staying with saloon cars with the XPeng P7. A close cousin of Tesla’s Model 3 and Model S, it offers a range of over 550 km and performance well in excess of 400 bhp thanks to its two engines. Renowned for its many on-board technologies, it features the XNGP system, an advanced semi-autonomous driving platform. The manufacturer has already conquered the Norwegian market,
    So it was via the fjords that XPeng entered Europe a few years ago, gradually making a name for itself and appearing on the French market in spring 2024. Although the P7 is unlikely to be marketed in France, its upgraded version, the P7+, could well arrive.

    Price: €42,500

    Credit: XPeng P7 /P7+