Category: News

On 28 October 2025, Reuters announced that China had made a major strategic decision: new energy vehicles (NEVs) (electric, plug-in hybrids, hydrogen fuel cells) are no longer included among the strategic industries in its five-year plan for the period 2026-2030. This sends out a strong signal in a country that has until now placed NEVs at the heart of its industrial policy.

Why was this decision voted through?

For more than a decade, China has given massive support to the electrified vehicle industry, with purchase subsidies, support for research and development, tax exemptions, infrastructure development, etc. A policy choice that has borne fruit, as China has become the world’s largest EV market and is driven by major export ambitions.

So why the decision not to include new energy vehicles as a strategic industry? Firstly, because the Chinese EV industry is in a situation of industrial overcapacity. In other words, the sector has more production capacity than is being sold or demanded. This is because China has many factories and too many competing brands. Reuters refers to this as “grappling with oversupply”: competition has squeezed manufacturers’ margins and made it more difficult to pursue a sales model based solely on volume. Even more telling, according to data from Jato Dynamics, 93 of the 169 manufacturers operating in China have market shares of less than 0.1%.

The Chinese government seems to consider that the NEV sector is now sufficiently ‘mature’ to rely more on market forces than on massive, ongoing state support.

The five-year plan probably prefers to give a boost to other less mainstream but equally strategic sectors, such as quantum technology, bio-manufacturing, hydrogen and nuclear fusion. So the decision not to classify new energy vehicles as a “strategic industry” does not mean total disinterest, but marks a transition towards a model in which the market should be more self-regulating.

What will this mean for the industry?

Obviously, less direct support from the State means that players in the sector have to adapt:

• Smaller manufacturers with little long-term reliability will be forced to merge, to withdraw or to be bought out by more powerful groups, which will be at an advantage.
• Since the domestic market appears to be saturated for the moment, Chinese manufacturers will have to focus more on foreign markets (Europe, Asia, Latin America) to maintain their growth. To do this, they will have to differentiate their products (technology, quality, service) and not just enter the low-price war.
• The sector will have to review its industrial strategy, since the “volume + subsidy” growth model is showing its limits. The choice of quality, innovation and connected services is becoming more obvious.
• As the EV industry brings together a multitude of players to develop, these other ‘related’ sectors will also be involved (suppliers of batteries, modules, software).

A look back at China’s historic support

Sensing that the EV market would rapidly become a global one, China has contributed financially to the development of its industry. As early as 2009, it was subsidising projects to support the purchase of electric vehicles and plug-in hybrids, as well as demonstrations of these technologies in a number of pilot cities.

Shortly afterwards, the national subsidy programme for NEVs was officially launched: by the end of 2015, the central government had already spent 33.4 billion yuan (around €4.3 billion).

Direct purchase subsidies, tax exemptions, quotas, investment in recharging infrastructure: these are all ways of boosting NEVs.

However, at the end of the 2020s/beginning of 2025, support was gradually reduced or withdrawn: for example, the national purchase subsidy programme officially ended at the end of 2022. China accepts that the sector is maturing and that the State is taking a step backwards.

Conclusion

The fact that China is removing NEVs from its status as a “strategic” industry in the next five-year plan is a symbolic choice for the global electromobility industry. This does not mean the end of EVs in China, but it does mark a turning point: the players must now prove their viability on their own and adapt.

Faced with the boom in electric cars, China is stepping up its regulation. After autonomous driving and door handles, it’s now the turn of batteries to come under strict control. The famous “semi-solid batteries” will now have to bear the more precise name of “solid-liquid batteries”.

For years, the Chinese electric car market was very chaotic. Brands multiplied their promotions and exaggerated their announcements. Now Beijing wants to clarify things. The rules already cover battery safety, semi-autonomous driving and car design. Battery names must now also be precise.

The intermediate solution

Solid batteries are seen as the Holy Grail of electromobility. They offer greater range, greater safety and rapid recharging, while being lighter. However, large-scale production is not expected until the end of the decade, although prototypes will be appearing as early as 2027. In the meantime, semi-solid batteries serve as an intermediate solution. Their partially solid electrolyte improves energy density and safety, while remaining simpler to manufacture than a totally solid battery.

Nio was a pioneer with a 150 kWh battery, offering more than 1,000 km of real range, although the manufacturer relativised this figure. MG then integrated the technology into its MG4 model, making the semi-solid battery accessible to mainstream vehicles. These examples show that this is a promising technology, but one that is still in transition.

A change of name

The Chinese regulator considers the term “semi-solid” to be ambiguous. Many consumers might believe that this is an almost finished version of solid batteries. To clear up this confusion, Beijing is now imposing the term “solid-liquid”. This term better reflects the actual chemistry: a partially solid electrolyte, but still liquid, reminding us that the real revolution is yet to come.

The solid state battery is at the heart of intense international competition. China, Japan, Korea and Europe are battling to produce the most efficient technology. Chinese carmakers are aiming for limited production by 2027 and mass deployment by 2030. This technological race illustrates the strategic importance of batteries for the future of the car.

In the meantime, semi-solid batteries are playing a key role. They offer long autonomy, rapid recharging and improved safety. What’s more, they can be integrated into existing production lines, limiting industrial costs. These technologies represent a stepping stone to the widespread use of solid batteries.

Towards a structured market

In the long term, the battery market should segment into three major families. Top-of-the-range solid batteries for premium vehicles, intermediate LFP or LMFP batteries for a good cost/performance compromise, and sodium-ion batteries for economical urban vehicles. Each technology stands out for its autonomy, safety and production price, while offering rapid recharging.

Chinese regulation illustrates the country’s desire to stabilise a rapidly expanding market. By imposing precise names and controlling manufacturers’ communications, Beijing is seeking to protect consumers and structure innovation. Solid-liquid batteries represent a key stage in the energy transition, paving the way for the real solid batteries that will transform the automotive industry in the next ten years.

NIO has just announced a new milestone: its battery-swap services have exceeded 90,000,000 cumulative operations. Announced on X by NIO CEO William Li, this milestone was reached on 26 October 2025.

What is a battery exchange?

Battery swap involves replacing the discharged battery of an electric vehicle with a battery that has already been charged at a dedicated station, rather than waiting for the battery to recharge at a charging point. The aim is to avoid EV (electric vehicle) drivers having to wait for their battery to recharge at “conventional” charging points. Battery Swap Stations are designed for the automatic removal and installation of EV batteries. The operation is almost entirely automated. Some users report that, from arrival at the station to departure, the whole process takes less than 10 minutes. This includes checking and invoicing.

Why is this a major milestone?

The figure of 90 million battery exchanges shows that this is an effective service on a large scale. It is convincing electric vehicle drivers. To understand the dynamics of the NIO project, it is interesting to refer to William Li’s post on X. Between the 80 millionth exchange and the 90 millionth exchange, only 100 days elapsed. If we compare this to the first 10 million, achieved in over four years, the growth is impressive. According to the Chinese manufacturer, the battery exchange service now carries out an average of 100,000 exchanges a day worldwide.

Thrilled to share that we just hit the 90,000,000th battery swap at 22:53:25 on October 26, 2025 (UTC+8)!🚀
It took 1,506 days to get from the first battery swap to 10,000,000th, and only 100 days to go from 80,000,000th to 90,000,000th! Huge thanks to every user's support, let's… pic.twitter.com/wQUftXWkFs

— William Li (@WilliamLiNIO) October 26, 2025

An infrastructure in search of expansion

Just over a year ago, in June 2024, there were 2,432 stations. This number has now risen to more than 3,445 stations. China’s electric car ambitions can also be measured with NIO: there are more than 1,000 battery exchange stations along the country’s motorways. For once, the number one objective is to export and dominate world markets, including Europe. To achieve this, the company has set up a number of exchange stations on the Old Continent.

NIO, a complete company

NIO is a Chinese company, founded in 2014 and based in Shanghai. It stands out for its versatility in electric mobility. Its network of battery swap stations (“Power Swap Stations”) makes it one of the global market leaders. Its innovative “Battery-as-a-Service” model also contributes to this position. This strategy has several levers: speed of use, reduced range anxiety and differentiation. NIO offers a complete ecosystem. It includes its top-of-the-range electric vehicles, domestic and public recharging services, as well as software and connected solutions for its users.

An innovative but demanding model

However, this system requires significant investment: construction of automated stations, logistical management of batteries and maintenance. These constraints mean that the model is easier to deploy for a manufacturer with significant financial and operational resources.

To date, the cumulative electricity exchanged via these services amounts to around 4.75 billion kWh, equivalent to the annual consumption of around 2.37 million homes. These figures testify to the scale of the infrastructure, but they must be qualified: this is a network concentrated mainly in China, not a uniform daily performance on a global scale.

90 million batteries exchanged, a figure that shows that NIO does not limit itself to producing top-of-the-range electric vehicles: its “Battery-as-a-Service” model and its network of automated stations enable it to offer a complete ecosystem for its users. With its battery-swap system, NIO is proving that it is possible to drastically reduce recharging time and reassure drivers about range. An approach that could well redefine the driving experience of electric vehicles, especially on long journeys.

DS Automobiles is ushering in a new era in Formula E. In Valencia, the official tests for season 12 are in full swing. This marks a key stage in the French brand’s preparations. Combining technological innovation, strategic preparation and sporting ambition, the Stellantis group’s premium brand is aiming to make a name for itself right from the start in Brazil.

A promising eleventh season for DS Automobiles

Since 2015, DS Automobiles has established itself as a key player in the ABB FIA Formula E World Championship. This year, the brand begins its eleventh season. It is thus confirming its commitment to this 100% electric discipline, a symbol of performance and sustainability. Testing is currently taking place at the Ricardo Tormo circuit in Valencia, Spain, until Friday. This is where the DS E-TENSE FE25s will take their first laps under the watchful eye of the engineers and partner PENSKE AUTOSPORT.

Intensive testing to fine-tune performance

After several weeks of work in the factory, focusing on strategy and software development, DS Automobiles is back on track with the aim of optimising every detail. Eight timed driving sessions are scheduled, divided between the regular drivers and two talented young women. The first six sessions will be run by Maximilian Günther, an experienced German driver, and Taylor Barnard, his promising and determined British team-mate. The last two sessions, on the other hand, will be devoted to Lindsay Brewer and Jessica Edgar. This special day, dedicated to women drivers, illustrates the brand’s commitment to greater representation in motor sport.

At DS PENSKE, cohesion and preparation are the keys to success. The team enters the new season with a clear ambition: to be among the championship leaders. Maximilian Günther, known for his consistency and speed, and Taylor Barnard, a talented young recruit, will form a complementary duo. Together, they will have to collect as much data as possible before the first race, scheduled for 6 December 2025 in São Paulo. This will mark the real launch of season 12, where every technical and strategic detail will count.

The voice of experience and passion

Eugenio Franzetti, Director of DS Performance, makes no secret of his pride. According to him, DS Automobiles is approaching this season with its determination intact. “We are proud to be entering our eleventh Formula E season. DS Automobiles is one of the key players in this series and we’re looking forward to securing further podium finishes and, above all, further victories.” He also highlights the hard work of the engineers and mechanics during the off-season. They are essential to the development of the new DS E-TENSE FE25 package. In his opinion, the team has everything it needs to fight at the front and put on a top-class show.

Figures that speak for themselves

Since its entry into Formula E, DS Automobiles has racked up an impressive list of achievements: 137 races contested, 4 championship titles, 18 victories, 55 podium finishes and 26 pole positions. These results confirm the solidity of the project and the consistency of the French brand’s performances. Over the seasons, DS has established itself not only as a leading team, but also as a technological laboratory for electric mobility.

A long-term commitment and a forward-looking vision

Born in Paris in 2014, DS Automobiles embodies the art of French travel. Heir to the prestige of the 1955 DS, the brand draws on unique expertise combining elegance, innovation and refinement. Its involvement in Formula E is part of a global electrification strategy. Today, all DS models are available in an electrified version, with 100% electric or rechargeable hybrid engines.

In 2025, DS Automobiles is accelerating its transition with the launch of the DS N°4, offering a range of 450 kilometres, and the DS N°8, a new flagship capable of reaching up to 750 kilometres. These vehicles embody the brand’s futuristic vision: elegant, high-performance cars that respect the environment. With 450 DS Stores in 40 countries, DS Automobiles confirms its global presence and its desire to offer an exclusive customer experience.

Formula E: a laboratory for DS innovation

Formula E is much more than a sporting competition. For DS Automobiles, it represents a unique testing ground. The innovations developed on the circuits quickly find their way into production vehicles. Energy management systems, energy recovery and assisted driving software all bear witness to this synergy between sport and technology. In this way, each Formula E season becomes an accelerator of progress for the brand.

As the first laps of the Valencia circuit draw to a close, DS Automobiles looks set to rise to the challenge. With a close-knit team, talented drivers and cutting-edge technology, the French brand is looking forward to writing new pages in its record of achievements. Season 12 promises to be a thrilling mix of innovation, competition and passion, a perfect reflection of the DS spirit: combining elegance and performance in the service of electromobility.

It’s coming soon: Porsche’s iconic SUV is being transformed into an ultra-efficient 100% electric vehicle. Called the Cayenne Electric, it will be launched in the coming weeks, according to the latest press release from the manufacturer.

Following on from the Macan Electric, Porsche is continuing its transformation towards an entirely zero-emission range. The Cayenne, an emblematic model launched in 2002, is in turn becoming the representative of a transition to top-of-the-range electromobility.

This new press release, published on 23 October 2025, provides technical confirmations that will increase the expectations of car lovers. Porsche tells us that the vehicle’s battery has a gross capacity of 113 kWh. And what sets it apart is that it is not just a module housed in the floor. It is a load-bearing element of the chassis. This integration into the structure improves the vehicle’s rigidity and lowers its centre of gravity, essential elements for the SUV’s technical performance.

The thermal management system is also well thought out. The press release mentions double-sided cooling (above and below the battery). There’s also a new predictive thermal management system that takes account of driving conditions, driving style and traffic to anticipate thermal requirements. Porsche’s idea is to optimise efficiency, range and performance, whatever the conditions of use.

Performance and real-life use

The future of recharging is already here, and from 2026 Porsche will be offering a wireless inductive recharging system on board the Cayenne Electric. This system works via a floor plate, installed in a garage for example, on which the vehicle is automatically positioned using sensors and cameras. To charge, the vehicle lowers itself slightly to reduce the gap between itself and the plate, allowing inductive coupling over a few centimetres. The advertised power is 11 kW in alternating current, with an efficiency of around 90%, comparable to a domestic wall-mounted charging point.

One of the great challenges for manufacturers is to offer a powerful battery with a short recharge time. And in this respect, the Cayenne Electric promises to be effective:
– In terms of range, the vehicle is claimed to offer up to 600 km. Tests on prototypes have shown that at a constant speed of between 110 and 115 km/h, a prototype covered around 568 km with only 2% of the charge remaining.
– As for recharging, the manufacturer has announced a maximum DC power of up to 400 kW, which would allow very rapid recharging, i.e. going from 10% to 80% of the battery in less than 16 minutes. Another statistic that might be more telling: a recovery of around 300 km of range in 10 minutes, no less.

Porsche is all about speed, performance and sportiness. For its most powerful model (Turbo in particular), the German marque is promising a top speed of around 250 km/h.

A top-of-the-range interior

The interior of the Cayenne Electric is all about digital technology. A large curved screen is the main feature of the cabin. The manufacturer claims that it is the largest ever used in a Porsche vehicle. It is complemented by a dedicated screen for the front passenger and an augmented reality head-up display.

And of course, with this type of vehicle, there are plenty of options: electric rear seats, surface heating function, panoramic roof with progressive blackout.

Release date still unknown

No precise date has been announced. But according to the latest information, the commercial launch should take place in a few weeks’ time, which suggests a production launch or arrival in certain markets at the end of 2025.

Other specialist sources predict availability in 2026.

On 16 October 2025, Brazilian electric motor giant WEG announced that it had acquired 54% of Tupi Mob (Tupinambá Energia), a start-up specialising in software for managing charging points. The deal was worth 38 million reals, or just over 6 million euros.

This strategic investment shows that the future will lie as much in digital software and services as in pure vehicle components.

WEG is already a recognised leader in the manufacture of electric motors in Latin America. But obviously, the takeover strategy is a carefully considered one. With this acquisition, the Brazilian company has changed scale and is now positioned in the complete recharging chain, offering both hardware and management software.

It is also picking up a well-stocked customer base: a platform connected to more than 370,000 users and more than 1.3 million recharging sessions already carried out with Tupi Mob. All of which should keep the company going.

A strategy that’s already going international

This acquisition is by no means a local or isolated move. In a press release, WEG clearly states its ambitions:
– To produce terminals locally, but for a global market.
– To enter the European market in 2026.
– Work on an ultra-powerful 1 MW charger, designed in particular for heavy goods vehicles.

In other words, WEG is proving that Brazil doesn’t just want to keep up with global electromobility, it wants to be part of it, really.

Europe must look to

This takeover sends out an important signal: it is no longer enough to look only at what Asian countries or the United States are doing. From now on, the whole world wants to be among the leaders in this constantly evolving industry. Here, a non-European player is positioning itself in one of the most strategic segments of the energy transition: recharging infrastructure.

What’s more, where Europe has often concentrated on developing batteries and creating new vehicles, it has sometimes neglected an essential part of electromobility, an essential building block: the development of software intelligence to hold an efficient recharging network.

If we don’t master these building blocks, we run the risk of being technologically dependent on another country, once again.

In conclusion

By becoming the main owner of Tupi Mob, the Brazilian electric motor giant WEG is announcing a clear ambition: to do more than just make motors work, to get the whole electric mobility ecosystem up and running.

This announcement comes at a time when the players are positioning themselves on the electromobility stage… but where their positions are not yet fixed.

A new storm is shaking up the European automotive industry. The Dutch semiconductor company Nexperia is caught up in a geopolitical conflict between Beijing and Washington. The situation threatens to paralyse production lines, with worrying consequences for manufacturers and their suppliers.

The complex history of Nexperia

Nexperia ‘s story began in 2017, when Chinese company Jianguang Asset Management bought the former Philips subsidiary for $2.7 billion. In 2019, the company was sold to Wingtech for $3.7 billion. Located in Nijmegen, near the German border, Nexperia manufactures diodes and transistors that are essential to the automotive industry. Although discreet, these components are strategic to the smooth running of modern vehicles.

American pressure on Nexperia

The Covid-19 pandemic highlighted the fragility of supply chains, making semiconductors strategic assets. In 2022, London blocked Nexperia’s takeover of Newport Wafer Fab, citing national security concerns. In December 2024, Washington placed Wingtech on its blacklist. The message sent to the Dutch was unambiguous: to maintain European production, Chinese manager Zhang Xuezheng had to leave the company. This demand was confirmed by an official document from the court in The Hague in June 2025.

Beijing’s response

Under American pressure, the Netherlands activated a 1952 law on the availability of assets to place Nexperia under trusteeship. Zhang Xuezheng was dismissed, provoking anger in Beijing, which described the decision as “economic banditry”. On 14 October, China blocked exports from Wingtech, a factory accounting for 70% of Nexperia’s final assembly capacity. Deprived of these components, the company suspended deliveries to Europe, jeopardising car production on the continent.

A threat to European car production

European Trade Commissioner Maros Sefcovic says he is willing to facilitate dialogue between the parties to preserve the stability of global supply chains. Sigrid de Vries, Director of the European Automobile Manufacturers Association, describes the situation as “alarming”. The certification of alternative products will take several months, risking major production delays. Hildegard Müller, President of the German Automobile Federation, warns that the crisis could lead to significant production stoppages.

Europe’s automotive giants under pressure

Volkswagen is already planning disruptions at its historic Wolfsburg site, which will affect production of the Golf and Tiguan models. According to Deutsche Bank analysts, German car production could fall by 10%, or even 30% in the worst-case scenario. Stellantis and Renault, interviewed by Le Point, say they are monitoring the situation closely, setting up monitoring units and keeping in daily contact with their suppliers to limit the impact. Memories of the historic shortage of semi-conductors between 2021 and 2023 are still fresh, and manufacturers are hoping to avoid a new industrial chaos.

German machine tools under pressure

After the automotive industry, the machine tool industry is starting to sound the alarm. Thilo Brückner, representative of the VDMA federation, toldAFP that motorised equipment ranging from generators to agricultural machinery could quickly suffer from a shortage of electronic components. The German Ministry of the Economy has brought together the main players to assess the impact, and has also mobilised the Chancellery to coordinate a response to this growing risk.

Geopolitical tensions and blocked flows

The situation has escalated since The Hague applied an old Cold War law to regain control of Nexperia. The company assembles its chips in Hamburg, then sends them to China for processing. Beijing now bans their re-export to Europe. Car manufacturers, the main consumers of Nexperia chips, fear production stoppages in the short term. Volkswagen, for example, cannot rule out interruptions in the coming weeks.

Potential consequences and industrial issues

Nexperia semiconductors account for more than 40% of the electronic components used by the European automotive industry. If the dispute continues, there could be more production stoppages. Volvo in Sweden, Volkswagen and other manufacturers in Germany are already planning adjustments or short-time working. Equipment manufacturers are putting in place monitoring and substitution mechanisms, but solutions remain limited in the short term.

A race against time

The European and German authorities are seeking to defuse the conflict. The Dutch Prime Minister, Dick Schoof, insists that the takeover of Nexperia is not aimed at China, but at correcting internal mismanagement. Despite these assurances, Beijing is maintaining its restrictions, forcing European manufacturers to find alternatives quickly. The automotive and machine tool industries are racing against time to secure their supply chains and avoid another crisis.

The Japan Mobility Show 2025 will be held from 30 October to 9 November 2025 at Tokyo Big Sight. This event, formerly known as the Tokyo Motor Show, marks an evolution towards a broader vision of mobility. Organised by the Japan Automobile Manufacturers Association (JAMA), it is a major platform for discovering technological innovations and futuristic concepts in the sector.

An emblematic place

The show stands out for its immersive approach, offering visitors a complete sensory experience. In addition to traditional vehicles, it presents a variety of mobility solutions, from electric cars to air transport concepts. The aim is to spark the imagination and stimulate discussion about the future of mobility.

Tokyo Big Sight, located in the Ariake district, is hosting this internationally renowned event. This modern exhibition centre provides the ideal setting for showcasing the latest advances in the industry. Visitors can expect interactive installations, live demonstrations and exciting exhibits. The show is designed to be accessible to all, with programmes tailored to both professionals and the general public.

A rich and varied programme

The Japan Mobility Show 2025 offers a variety of programmes to enrich the attendees’ experience. Attractions include concept vehicle exhibitions, advanced technology demonstrations and discussion forums on emerging trends. Interactive activities, such as children’s workshops and areas dedicated to the culture of mobility, are also planned. These initiatives are designed to engage the public and promote a deeper understanding of the issues surrounding the mobility of the future.

Major players in the sector

The show attracts leading exhibitors, including Toyota, Honda, Nissan, Mitsubishi and Subaru. These companies are showcasing their latest innovations, from electric vehicles to autonomous driving technologies. Nissan, for example, is unveiling models incorporating intelligent systems, while Honda is exploring mobility concepts for marine and aerial environments. Mitsubishi, meanwhile, is showcasing an electrified off-road SUV, underlining its commitment to sustainable transport solutions.

A not-to-be-missed event

The Japan Mobility Show 2025 is more than just a vehicle exhibition; it’s a crossroads of ideas and innovations. It provides a platform for exchanges between manufacturers, researchers, designers and the general public. The discussions and demonstrations presented at this event will help to shape the mobility of tomorrow. Whether you’re passionate about new technologies or simply curious about future trends, this is an event not to be missed.

In conclusion, the Japan Mobility Show 2025 is a key event for exploring the innovations that will redefine the way we travel. It offers a unique opportunity to discover the technologies of tomorrow in a dynamic and interactive setting. Don’t miss this opportunity to dive into the future of mobility.

The A290 marksAlpine ‘s entry into the electric era. One year after its launch, the city car is as appealing as it is challenging. With its sporty performance, bold design and commitment to the environment, it navigates between modernity and heritage. Behind the debates, the A290 is perhaps the embodiment of a new way of experiencing the pleasure of driving.

A promise of emotion under tension

When it was launched, the Alpine A290 aimed to shake up the small electric sports car market. With its top-of-the-range 220bhp and a chassis honed by Renault Sport alumni, it looked set to redefine driving pleasure. But the market quickly changed: the Peugeot E-208 GTI and the Lancia Ypsilon HF, with 280 bhp, reshuffled the cards. Suddenly, the A290 looks wiser rather than wilder, despite its aggressive looks. In a world where power often rules the roost, Alpine has to find other assets to seduce.

The interior of the A290 is impressive. The materials, wraparound seats and motorsport-inspired ambience reflect a real attention to detail. However, rear-seat space remains limited and the boot, although adequate, does not transform the car into a versatile family car. On the other hand, the WLTP range of 379 km looks flattering on paper, but falls rapidly on the motorway. For purists, these compromises betray a paradox: Alpine’s sportiness is now more about design than raw performance. However, the brand insists on one essential fact: pleasure is no longer just about speed.

A bold commercial strategy

In order to democratise its electric city car, Alpine is banking on a very aggressive leasing offer. Starting at €290 per month, the 180bhp GT version is aimed at a wider audience. This positioning attracts the curious, but questions the purists. Can we really talk about Alpine when a model shares its base with a Renault 5? Sales figures tell a more nuanced story. Behind the enthusiastic announcements, the figures remain modest compared to expectations. On the other hand, interest is growing abroad, especially in Italy and the UK, where electric cars are becoming increasingly popular.

A revolution in rallying

Faced with these doubts, Alpine has chosen to respond on another front: competition. In November 2025, the manufacturer will launch the very first Alpine A290 Trophy, a rally championship dedicated to the electric version of the model. The event, organised as part of the Indre National Rally, promises to be a unique experience. There’ll be no roar of the engine or smell of petrol, just an intense silence. The drivers will have to tame a new form of emotion, more subtle, more visual too. For Alpine, this approach goes beyond mere marketing: it’s a way of proving that performance can exist without emissions.

The Alpine A290 Trophy is more than just a technical demonstration. It is part of a clear desire to transform the rally from the inside. The 16 teams taking part will benefit from full assistance, an on-site spare parts service and strict technical supervision. The aim is to guarantee total mechanical fairness and to focus on talent rather than budgets. In 2026, six rounds will be included in the national championship, with a total prize fund of 236,000 euros. A significant sum which proves the seriousness of the project. Through this programme, Alpine is reinventing customer competition, while building an unprecedented link between its dealerships and its drivers.

A race car that wants to convince

The Rallye version of the A290 has been extensively reworked. Its FIA roll cage, self-locking differential and special suspension give it real sporting credentials. Under the bonnet, the 220bhp electric motor delivers 300Nm of torque, supported by a 52kWh battery. All this for a weight of 1,530 kg, a compromise between robustness and agility. Alpine promises a lively, precise and expressive drive despite the weight of the batteries. In terms of dynamics, the engineers have focused on sensation, not brutality. The unofficial slogan sums up the spirit of the project: “the noise changes, but not the language of the car”.

For some enthusiasts, a rally without mechanical rumblings is blasphemy. Yet Alpine has embraced this change of direction. Regulations are tightening, energies are changing and motor sport is no exception. The manufacturer prefers to anticipate rather than suffer. By launching the A290 Trophy, it is not seeking to replace the past, but to write the future. The electric transition is not a break with the past, it’s a natural evolution. In fact, the brand’s previous revolutions were often met with scepticism before being celebrated. The R5 Turbo, derided at its launch, is now an icon. Perhaps the A290 will follow suit.

The electric challenge

Behind the innovation, Alpine faces a deeper challenge: how to make an electric sports car desirable? Drivers are always looking for the thrill, the sound, the visceral sensation. By removing some of these cues, electric power means that we have to reinvent pleasure. This is where the A290 stands out. It doesn’t seek to imitate its predecessors, but to redefine the notion of performance. In a world where speed is becoming secondary, it relies on precision, stability and consistency. More than just a car, it marks a turning point for Alpine.

The arrival of the A390 crossover confirms this desire to expand the range while preserving its DNA. Alpine wants to remain a symbol of motoring pleasure, but it knows that this pleasure must now be combined with responsibility. In the meantime, the A290 Trophy will serve as a full-scale test. If the public responds, the brand will have proved that emotion and electricity can coexist. If silence fails to convince, the strategy will have to evolve. Either way, the gamble will have been a brave one.

Towards a new era in motor sport

The roads of the Indre region in November will deliver much more than a sporting verdict. They will tell us whether automotive emotion can survive the electric revolution. The Alpine A290 embodies this tension between past and future, noise and silence, passion and reason. By launching it into the rally arena, Alpine is not just trying to win races. It is trying to prove that the soul of a car cannot be measured by its volume. And perhaps in that silence lies the new heartbeat of motor sport.

On Wednesday 22 October 2025, an electric HGV was able to recharge by induction while driving on the A10 motorway thanks to the Charge as you Drive project, a technology that enables electric vehicles to be recharged directly while in motion. Already being trialled in other countries, this innovation could profoundly change the way we look at electric vehicles.

Underground technology

Called Charge as you Drive, the project is based on a revolutionary principle: 900 copper coils have been installed under the road surface. Powered by the electricity grid, they generate an electromagnetic field capable of inductively transmitting energy to vehicles fitted with receivers. Thanks to this process, the car recharges as it drives along.

The project is being tested on a 1.5-kilometre stretch of the A10. This test phase, involving four prototypes (HGV, bus, car and light commercial vehicle), should enable us to measure energy efficiency, safety and the possibility of integrating the system into traffic on a permanent basis.

The latest tests are conclusive: the electricity has a maximum power of over 300 kW and an average power of over 200 kW. That’s enough for a heavy goods vehicle to recharge 1 kilometre in the same distance travelled, and 3 kilometres for a car.

An alliance of players

Led by Vinci Autoroutes, the project also brings together Electreon, VINCI Construction,Université Gustave Eiffel and Hutchinson.

Once again, this cooperation illustrates the developments in the sector. Electromobility is attracting interest and large-scale projects are being developed day by day.

Why this changes everything

This system could address several major obstacles to the adoption of electric vehicles:
– Reduced range anxiety
– Significant reduction in the time lost during “traditional” recharging
– Accelerating the electrification of heavy goods vehicles, which are particularly concerned by long-distance journeys

Road transport alone accounts for 95% of mobility in France and nearly a third of greenhouse gas emissions. According to a study carried out by Carbone 4 for VINCI Autoroutes, this technology would significantly reduce CO₂ emissions linked to goods transport.

A project that follows the European dynamic

This test is in line with European strategies to develop Electric Road Systems (ERS) on major roads. The busiest motorway sections are at the heart of European plans to decarbonise heavy transport.

France joins other pioneering countries that are already demonstrating these technologies on the road, including Sweden, Germany and Italy.

Challenges to overcome

It’s an ambitious innovation which, on paper, has everything it takes to develop on a larger scale. But there are still a number of challenges to overcome before it can become widespread:
– Reducing installation costs, which are currently high.
– Adapting electric vehicles to this technology so that they can all benefit from recharging.
– Establishing a viable economic model for charging for energy in motion.

An infrastructure that could become an energy source

If the Charge as you Drive project sees the light of day and develops so that everyone can benefit from it. The motorway will become nothing more than a traffic lane. If the results are conclusive, the technology could help to free electric mobility from its current constraints once and for all.