Category: News

On Saturday 13 December 2025, Valérie Pécresse and various elected representatives inaugurated Câble C1, the largest urban cable car in the Paris region. At 4.5 km long, this 100% electric project will halve journey times between Créteil and Villeneuve-Saint-Georges. A suspended revolution that redefines sustainable mobility in over-burdened urban environments.

A grand opening in Limeil-Brévannes

The inauguration ceremony was held in Limeil-Brévannes on Saturday morning. Families, elected representatives and curious onlookers flocked to the five Cable C1 stations to be among the first to board these cabins suspended at heights of over 40 metres above several Val-de-Marne communes. In all, no fewer than ten people can travel in a single cabin, seated and enjoying a panoramic view of the area.

The morning was attended by many of the elected representatives and decision-makers involved in this project, which was launched 12 years ago in 2013. Valérie Pécresse, President of the Île-de-France Region and of Île-de-France Mobilités, was present alongside Marie Gautier-Melleray, Prefect and General Secretary for Public Policy, Étienne Stoskopf, Prefect of Val-de-Marne, Olivier Capitanio, President of the Val-de-Marne Department, Louis Boyard, Member of Parliament for Val-de-Marne, and the mayors of the municipalities through which the project passes: Françoise Lecoufle (Limeil-Brévannes), Kristell Niasme (Villeneuve-Saint-Georges), Métin Yavuz (Valenton) and Édouard Hénault, representing Créteil. Jessica Larsson, Head of the European Commission Representation in France, was also present to symbolise the European co-financing of the project.

“It’s the Alpes sur Marne!” said Valérie Pécresse. “We’re coming to the end of an obstacle course that’s lasted more than 10 years. We had to find the funding, convince the local residents… For the people of Val-de-Marne, this is a sign of consideration.”

18 minutes against 40

So why decide to create an urban cable car? Well, the initial data is demonstrative: before C1, the journey from Villeneuve-Saint-Georges to Pointe du Lac station, the terminus of the metro 8, took over 40 minutes by bus or car, stuck in traffic jams on the RD 101 and the RN 6. The cable car, on the other hand, makes the journey in 18 minutes, over obstacles such as the TGV high-speed train line, the Valenton marshalling yard, the RN 406 and high-voltage power lines.

What’s more, the service operates from 5.30am to 11.30pm on weekdays, and until 12.30am at weekends. A cabin runs every 30 seconds during rush hour, which means that 11,000 passengers are expected to use the service every day. To take advantage of this new urban improvement, you need to have a Passe Navigo or, for occasional travellers, buy a Bus-Tram-Câble ticket worth €2 (€1.64 with Liberté+). Access is free for children under the age of 4.

While the C1 Cable is a fast, environmentally-friendly alternative to the car, its limited capacity of just over 10,000 passengers per day shows that it is still a complementary solution to other modes of transport. Intermodality with the metro and bus remains essential to meet all mobility needs on the route.

An ecological project

The C1 Cable is 100% electrically powered and has been awarded HQE Sustainable Infrastructure certification. Its 30 pylons have a reduced footprint, preserving the green spaces they cross, in particular the Tégéval green corridor.

This monocable carrier-tractor technology is less invasive than a metro or tramway, since it avoids the construction of heavy engineering structures and reduces the duration and intensity of the work, and therefore the pollution and emissions associated with conventional worksites.

By offering a fast, regular alternative to the car on a route that is currently saturated, the C1 should help to reduce traffic jams and, in turn, CO₂, NOx and particulate emissions linked to daily road traffic in the area.

C1 has a total cost of 138 million euros (132 million for the infrastructure, 6 million for the 105 cabins). “An underground metro would never have seen the light of day because the budget of over a billion euros could never have been financed,” explains Grégoire de Lasteyrie, vice-president of the regional council in charge of transport. Just three years of construction work, from the ground-breaking ceremony in 2022 to the inauguration on Saturday, have also made it possible to limit the impact of a major transport project on the quality of life of local residents.

Financing: a tripartite arrangement

One of the sinews of war when it comes to financing this kind of project is often finding the funds needed to make it a success. And the €132 million needed to build the infrastructure is 49% funded by the Île-de-France Region, 30% by the Val-de-Marne Department, and 21% by the State and the European Union. The cabins (6 million euros) and operations are financed 100% by Île-de-France Mobilités.

The 21% EU funding underlines Brussels’ commitment to innovative electric mobility in dense urban areas. And the Câble C1 is the perfect embodiment of this European priority: a 100% electric, HQE-certified mode designed to replace car journeys on congested roads and reduce emissions. The presence of representatives from the European Commission at the inauguration, including Jessica Larsson as Head of the Representation in France, illustrates this desire for visibility: Europe is concretely financing low-carbon alternatives that are suited to constrained areas like Val-de-Marne.

There are several reasons for the EU’s support:

• Decarbonisation objective: C1 pools energy on cables for lightweight cabins, optimising consumption per passenger-km compared with the predominant combustion-powered cars on the RD 101/RN 6.
• European scale: this funding is part of the Green Deal and the sustainable mobility funds (CEF Transport, Connecting Europe Facility), which prioritise low-carbon air projects in urban areas.
• Replicable model: with a total cost of €138m (compared with €250m/km for the metro), the C1 is becoming a textbook example for other European cities.

Safety and acceptability

Cable cars are considered to be one of the safest means of transport in the world, according to the Ministry of Transport’s technical department. In France, the last fatal accident occurred in 1999 in the Hautes-Alpes region.

For this new investment in environmentally-friendly transport, each cabin is equipped with video surveillance, an intercom linked to the control centre at Limeil-Brévannes, and staff on hand at the station. The system works in snow and winds of up to 70 km/h. Sensors continuously monitor weather conditions.

And if Parisian transport, like the metro for example, is poorly equipped with access for people with disabilities, leaving out people who cannot move around freely, with the Câble C1, this problem has been solved. The cable car is 100% accessible for people with disabilities:

• level stations
• wheelchair-friendly cabins
• human assistance at the station
• audio and visual information
• call intercoms
• guide strips from the public space to the boarding platform

A laboratory for the future of mobility

C1 proves that it is possible to open up the region effectively without sinking a billion euros into an underground metro. But capacity remains limited (11,000 passengers/day compared with 500,000 for a conventional metro line), and the technology is not suitable everywhere. It excels in constrained areas, where there is a strong need for intermodality and where there are major height differences or obstacles.

More than just a technological gimmick, this urban cable car embodies a pragmatic vision of decarbonising transport: providing a fast, reliable, electric alternative to combustion-powered cars in congested areas. With the C1, electric mobility now comes from above.

Canadian start-up EVIO is emerging from the shadows with an ambitious project: the EVIO 810, a 76-seat hybrid-electric regional aircraft aiming to enter service in the early 2030s. Backed by Boeing and Pratt & Whitney Canada, the programme already boasts 450 conditional purchase commitments and aims to tackle one of the most fragile segments of commercial aviation.

An ambitious project

Montreal-based EVIO Inc. has officially launched its first aircraft programme with a clear promise: to modernise regional transport by combining partial electrification, reduced operating costs and operational continuity. The EVIO 810 is not a futuristic concept intended for experimental niches, but an aircraft designed to replace, in the long term, a large proportion of ageing turboprops and regional jets.

The manufacturer claims to have secured around 250 conditional purchase agreements with two major airlines by 2023, with a further 200 options. This volume immediately places the programme in a category other than that of start-ups still at the demonstrator stage. The stated aim is to enter service in the early 2030s, in a regional market looking for credible solutions to rising costs and environmental constraints.

Hybrid architecture designed for the real world

The EVIO 810 is based on a “strong hybrid” architecture. It is built around four under-wing propulsion units combining a Pratt & Whitney Canada PT6E turboprop engine and an electric motor. Electric power is supplied by a battery system, enabling the aircraft to taxi and fly entirely electrically. Particularly over short distances of up to a hundred nautical miles. On longer routes, the aircraft operates in hybrid mode, with an announced range of up to 500 nautical miles. The core mission, however, is aimed at regional routes of 200 to 300 nm, which account for most of the world’s regional traffic.

By limiting turbine operating time, EVIO promises a significant reduction in fuel consumption, mechanical wear and maintenance costs. All while reducing emissions compared with current aircraft. In addition to propulsion, the manufacturer is also promoting a cabin that is wider than that of conventional regional jets, designed to enhance the passenger experience. The energy architecture is also designed to be available in cargo or defence versions, with power supply capacities adapted to surveillance or logistical support missions.

A regional market in need of solutions

EVIO is targeting a 50-100 seat segment often described as ‘orphaned’. In five years, the world fleet of regional aircraft has shrunk considerably, with some 2,650 aircraft withdrawn and only 750 delivered. At the same time, demand for routes of less than 500 miles remains structurally strong, accounting for almost half of the world’s daily flights. The start-up estimates that more than 5,000 regional aircraft will need to be replaced over the next twenty years. Against this backdrop, the EVIO 810 is positioned as an intermediate alternative between small 100% electric aircraft, limited by range, and traditional turboprops, with its business model under pressure.

Boeing’s support is consistent with this approach. The American aircraft manufacturer sees it as a way of exploring hybrid-electric technologies in the regional segment without immediately launching a new in-house programme, while at the same time strengthening the Canadian aeronautical ecosystem. Pratt & Whitney Canada, for its part, is using the programme as a showcase for the hybridisation of its PT6E family and for the mastery of energy management on a large scale.

Industrial credibility and future challenges

EVIO’s governance is made up of experienced profiles from major programmes such as the Airbus A220 and the F-35. This team, combined with commercial commitments and industrial partnerships, gives the project greater credibility than many electric aviation initiatives, which are still very theoretical. Nevertheless, the challenges are considerable. The certification of a complex hybrid architecture, the ramp-up of industrial production and the financing of development up to entry into service will be decisive.

Regional airlines, historically cautious, will be waiting for solid guarantees in terms of reliability, support and real operating costs. The EVIO 810 nevertheless illustrates a pragmatic approach to the partial decarbonisation of regional aviation. Without promising ‘zero emissions’, it seeks to significantly reduce the carbon footprint where the impact can be immediate and measurable. If the programme lives up to its promise, it could become one of the first truly industrialised hybrid-electric regional aircraft in the 70-80 seat class, and reshape the economics of a sector that is currently undergoing radical change.

Sources: www.flightglobal.com – aeromorning.com – www.businesswire.com – www.ainonline.com – evio.aero

Sodium-ion batteries are set to revolutionise the electric vehicle market. Between Canadian scientific advances and Chinese industrialisation, this safer, more affordable and environmentally-friendly technology could democratise electromobility as early as 2026.

Researchers at the University of Western Ontario in Canada have announced a breakthrough in the development of solid electrolyte sodium-ion (Na-ion) batteries, published in the journal Advanced Materials. This innovation solves a major challenge of lithium-ion (Li-ion) batteries: thermal runaway, which can cause fires or explosions if damaged or short-circuited. The discovery: a solid electrolyte, composed of sulphur and chlorine, which conducts sodium ions like a liquid while remaining non-flammable. Another positive point is that it has a remarkable efficiency of 99.26% after 600 charge-discharge cycles (on a laboratory scale), similar to Li-ion standards at over 99%.

Industrial context: CATL and BYD in the lead

This discovery is part of a global industrial drive. At the end of 2025, the Chinese giant CATL launched mass production of its Naxtra sodium-ion cells, which have highly promising energy capacities. These batteries have an energy density of 175 Wh/kg, a range of 500 km and can withstand a rapid 5C charge. They are also resistant to extreme cold (-40°C with 90% of capacity retained), ideal for countries located in areas of the world with extreme climatic conditions. CATL supplies Tesla, Ford and Stellantis, who are studying these cells for low-cost EVs from 2026. Alongside cars, BYD is already producing energy storage cells (MC Cube-SIB) and developing cells for EVs, which underlines the fact that they could be useful for corporate fleets and urban use.

Decisive economic and environmental benefits

Obviously, this solution is designed to counter the main problems associated with the development of batteries for EVs and other vehicles: cost and pollution.

• Sodium is around 400 times more abundant and cheaper than lithium, enabling potential production costs of around €60-90/kWh compared with €100+ for Li-ion.
• With no rare metals (cobalt, nickel), these batteries make recycling easier and reduce the carbon footprint, in line with European constraints on critical materials. But this advance is also in line with the objective of slowing down the extraction of these metals, which, it should be remembered, is dangerous and not ethically responsible.

Current limits and outlook for 2026

Despite these advantages, energy density remains 30% lower than advanced Li-ion (175 Wh/kg vs 250+), initially limiting applications to compact, hybrid or utility vehicles. Challenges remain on large-scale production without accelerated degradation. However, 2026 will see the first low-cost deployments, with China as the core target, while deployment in Europe remains to be seen.

Implications for French electromobility

In France, where electrified car registrations reached almost 30% in November 2025, sodium-ion batteries could counter low-cost Chinese competition and support the France 2030 plan. With the end of the bollard tax credit on 31 December and increased quotas for commercial fleets, they offer manufacturers a viable alternative. A technical revolution that makes electric vehicles more democratic, secure and sovereign.

Renault’s decision to dissolve Mobilize Beyond Automotive marks a clear strategic shift. However, the Group is retaining its core businesses (charging, energy and V2G), which are now integrated into the heart of its business. The decision to refocus on profitability and vehicle sales marks a break with the initial ambitions of Luca de Meo.

Change of trajectory

Created in 2021, Mobilize Beyond Automotive was to embody the future, with the ambition of creating a new pillar of growth based on car-sharing, micro-vehicles, energy and digital services. Four years on, the facts are clear: the entity is disappearing as an autonomous structure. This move is not simply an administrative reorganisation. It is a strategic choice that speaks volumes. Under the impetus of new CEO François Provost, who arrived in the summer of 2025, Renault has reviewed all its projects in the light of a central criterion: their direct and measurable contribution to the group’s profitability.

Already withdrawn from Paris and then Lyon, the Zity service ceased operations in Milan in December and is preparing to leave Madrid in the first half of 2026. This marks the definitive end of the brand, once presented as an urban laboratory for new electric mobility. The same fate befell the Mobilize Duo, which was supposed to be a response to the challenges of urban congestion and accessible mobility. Its marketing was halted after just a few months, even before its arrival on the UK market. These abandonments reflect an industrial reality that Renault now openly acknowledges. Free-floating car-sharing and dedicated micro-vehicles are struggling to break even, due to high operating costs and intense competition. Difficulties already encountered by other European manufacturers.

The survivors of this decision

Mobilize Beyond Automotive may be disappearing, but this does not mean that everything has been abandoned. Renault has decided to retain and internalise its recharging and energy activities, which are considered strategic to support the ramp-up of its electric vehicles. These services are fully integrated into the group’s commercial operations. The Mobilize Charge Pass, which gives access to over a million charge points in Europe for around 90,000 users, is considered a mature asset. It is becoming a customer experience tool, designed as a natural extension of the purchase of a Renault electric vehicle, rather than a stand-alone service seeking its own profitability. The same logic applies to Mobilize Fast Charge. The network currently has more than 60 ultra-fast charging stations in France, with a target of a hundred by the end of 2026. However, Renault is scaling back its ambitions to roll out its own infrastructure, preferring to position itself as a facilitator for its customers, relying on partnerships and existing networks, notably in Italy via Free to X.

Among the building blocks retained, two-way V2G charging occupies a special place. Launched commercially in France in 2024, this offering positions Renault as one of the European pioneers of residential V2G for the general public. It is based on a bi-directional on-board charger, a dedicated charging point and a specific electricity offer. With the arrival of the new Renault 5, the manufacturer intends to demonstrate that the electric vehicle can become an active element in the domestic energy system. By discharging to the home, supporting the grid at peak times and optimising bills, V2G is seen as a differentiating lever at the crossroads between the automotive and energy sectors.

Renault aligns itself with a fundamental trend in the sector

In closing the Mobilize Beyond Automotive chapter, Renault is joining a wider dynamic observed among many manufacturers. After a phase of intense experimentation with ‘new mobility’, the time has come to refocus. Sales of electric vehicles, financing, simplified recharging and energy services directly linked to use are now at the heart of the value proposition. Mobilize’s initial target of generating up to 20% of group sales by 2030 now seems too ambitious given the economic realities. Renault is therefore opting for financial discipline, even if it means abandoning certain promises.

Sources: @Reuters – @renaultgroup.com – @www.lefigaro.fr

At a time when Brussels is discussing easing up on the end of fossil-fired power by 2035 and Asia dominates 80% of the battery market, Verkor is inaugurating its 16 GWh gigafactory in Dunkirk. Is this a leap of faith in European industrial sovereignty, or an inordinate risk?

On 11 December 2025, under the patronage of Emmanuel Macron, the French start-up took a decisive step forward with its first battery factory, in the heart of the “battery valley” in Hauts-de-France. 100,000 m², 1,200 direct jobs and €3 billion raised: Verkor is betting big to equip the Alpine A390 from 2026 and aim for 50 GWh by 2030.

A high-voltage inauguration

“This is a great day for Dunkirk, France and Europe,” said Patrice Vergriete, Chairman of the Dunkirk Urban Community (CUD), at the ceremony on 11 December. The event is being held under the patronage of the French President, alongside ministers and local elected representatives. The Bourbourg plant is already home to the first production lines in the test phase, with LFP-NMC cells designed for premium electric vehicles.

The figures are impressive: initial capacity of 16 GWh/year, or the equivalent of 200,000 to 300,000 EV batteries per year. Financing for the project has been secured to the tune of €3 billion by a number of players: the French government, the EIB, the Hauts-de-France Region, Renault and Mercedes, for a total investment target of €11 billion by the time the plant is expanded to 50 GWh. Verkor is part of the Hauts-de-France ecosystem, alongside other battery manufacturers.

Role in the French industry

Verkor is at the heart of the “battery valley” in Hauts-de-France, Europe’s third gigafactory after Billund and Kamenz. Its partnership with Renault is key: the first deliveries of cells will power the Alpine A390.

The innovation comes from Grenoble (Verkor R&D), and the production from Dunkirk (proximity to ports for lithium supply). EDF will also be involved in supplying green electricity to the plant. A 33 MW contract has been signed, and a partnership with Veolia has also been agreed with the aim of recycling batteries at the end of their life.

The challenges: competitiveness and timing

The real test remains the ramp-up. The pilot phases began in April 2025, but industrial production is not scheduled until 2026. Energy costs weigh heavily: despite the EDF PPA (long-term electricity purchase contract), French electricity remains expensive compared to China.
Securing raw materials (lithium, nickel, cobalt) is another stumbling block in a tight market. Expansion to 50 GWh will depend on new financing and European demand. Verkor is betting on its high-density LFP-NMC technology.

Strategic context: Europe in question

The inauguration comes at an opportune time, when Brussels is discussing a more flexible approach to the end of the use of combustion engines in 2035 (plug-in hybrids tolerated under certain conditions). In France, the SNBC (national low-carbon strategy) is aiming for two-thirds of new car sales to be in EVs by 2030, with an increased purchase incentive from 1 January 2026. Verkor embodies this sovereignty: producing locally to avoid dependence on China.

Prospects: success or industrial mirage?

The advantages are there: proximity to the Renault/Alpine plants, the creation of a large number of jobs (1,200 direct, 3,000 indirect), but also a useful low-carbon process. If Verkor keeps up its pace, Dunkirk could become the spearhead of a competitive French industry.
Risks remain, including uncertain demand for EVs if Brussels gives in on 2035, global overcapacity and an Asian price war. Despite everything, Dunkirk symbolises Europe’s commitment to sovereignty in the face of foreign competitors.

With ELO, Citroën is not just creating a concept car: the brand is formalising an idea that could revolutionise urban electric mobility. In a world where a car remains stationary 95% of the time, ELO imagines what the car could become when it’s not on the road: a space for work, relaxation or leisure. A 4.10 m electric “tiny house”, designed not as a means of transport, but as an extension of everyday life.

One statistic has haunted the car industry for more than a decade: the average car spends 95% of its time parked. Until now, this figure has been used to argue in favour of car-sharing and fleet reduction. Citroën is proposing a different approach: what if this unused time could be put to good use? With ELO, the French brand is turning this constraint into an opportunity. Immobility no longer becomes a loss, but a use. And this is where the concept really stands out in today’s automotive landscape: where other manufacturers add functions to the driving experience, Citroën adds usage values outside the driving experience. It’s a strategic shift that responds to the fragmentation of the modern day. Commuting, nomadic telecommuting, lightning leisure activities, impromptu moments of rest… ELO is not just a vehicle. It’s an ecosystem designed to fulfil a single function: to give meaning to parked time. It’s a rare thought process, almost at odds with the sector’s usual practices.

The first pillar of this approach is the 100% electric architecture. Compact yet voluminous, it frees the cabin from all traditional mechanical constraints. Citroën has thus been able to install an unprecedented configuration: six possible seats, a central driver’s seat that swivels 360°, a perfectly flat floor and storage space that makes the most of every centimetre. This optimisation is not just a design exercise. It transforms space to meet three challenges: REST, PLAY, WORK. The driver is one occupant among many. The car is no longer a passenger compartment, but a little room in addition, nomadic and modular. What’s most striking is the way in which this habitability becomes a value in use when stationary. The rear seats can be folded away to become outside armchairs. Seats fold down, positions change and storage areas are converted.

REST : A bright cocoon and extra bedroom

In its “REST” configuration, ELO fully embraces its ambition to be a tiny house on wheels. The two mattresses designed by Decathlon inflate in a matter of seconds thanks to the built-in compressor. The interior is transformed into a bright, cosy double bedroom, with a panoramic sunroof that acts as a window onto the sky. The designers have even thought about the ambience: the rear lights become bedside lamps, a bracket inspired by paddle accessories houses a mini video projector, and a retractable screen turns the car into a mini cinema. In an era when micro-adventures and impromptu getaways are becoming more commonplace, Citroën has come up with a car that doesn’t just park, but also ‘hosts’.

PLAY: A nomadic base camp

With its “PLAY” mode, it becomes a real base camp for outdoor activities. Citroën and Decathlon have co-designed a series of tricks based on one principle: everything must have a use when stationary. The three rear seats become picnic chairs. The doors incorporate fixings for stretching an awning on either side. The boot sill becomes a seat for changing shoes after a hike. An integrated compressor can be used to inflate paddles, bicycle tyres or buoys. V2L technology turns the car into an external battery, capable of powering an electric barbecue or a loudspeaker. In this way, ELO acts as a base for expeditions, a platform for movement, escape and improvisation. This approach is consistent with the societal evolution of mobility: the automobile should no longer simply transport bodies, but also enable experiences. ELO is a clear demonstration of this.

WORK: teleworking pushed to its nomadic potential

In “WORK” mode, ELO reveals one of the concept’s most powerful ideas: turning the car into an ergonomic mobile office. The driver’s seat swivels 360°, a tablet can be deployed from row 2, the projected instrumentation can be adapted to display a video or a calendar of meetings, and extractable shelves can be used to hold a smartphone or headphones. This is not a ‘spare office’, as some other manufacturers have attempted. It’s a space designed for working properly, for a long time, in comfort, with a view to optimising your life on the move. At a time when hybrid working is exploding, when cafés and third places are saturating, ELO could become a highly credible solution for workers on the move, freelancers, students and mobile professionals.

Function dictates form, form creates desire

Citroën claims that function is the driving force behind design. Yet ELO is not content to be rational. Its silhouette plays the card of emotion, of joy, of self-assured “good looks”. The concept adopts a vibrant orange hue that reflects the light and changes shades according to the time of day. This dimension is not superficial: it helps to create an emotional relationship with an object that is no longer just a vehicle, but a companion in use. The huge glazed surfaces flood the cabin with light. The opposing doors open to a width of 1.92 metres, with no central pillar. The roof opens like a giraffe, so you can sleep under the stars. The ELO is a clear echo of the MPVs of the 2000s, but transposed into an electric, compact and responsible philosophy.

ELO is committed to responsible design: recycled expanded polypropylene, felt from Oli concept offcuts, fewer body parts, materials resistant to outdoor use. Goodyear Eagle Xplore tyres, equipped with SightLine technology, display pressure and wear in real time using an LED integrated into the rim. A rare combination of design, use, responsibility and technology. Citroën is not content to simply announce a ‘responsible’ concept: it is showcasing complete material coherence, in line with the project’s philosophy.

ELO: a manifesto rather than a prototype

ELO does not foreshadow an imminent production model. But it does say something essential: the car can no longer be thought of simply as a vehicle in motion. It must once again become a living space. A place. A moment. Citroën is formalising an approach that other brands have only scratched the surface of: the car as an additional part of everyday life. In a world where uses are becoming fragmented, where teleworking is taking hold, where leisure activities are becoming micro-segmented, and where mobility is becoming more responsible and less mileage-based, ELO offers a radically contemporary vision: the car that finally serves a purpose when it’s not on the road. What if this was the real electric revolution?

Source: Citroën press release – @Stellantis

In Abu Dhabi, Mercedes-Benz has just taken a step that no one had really anticipated: transforming the S-Class, a recognised symbol of automotive luxury, into a Level 4 autonomous taxi. Behind this announcement, made at the beginning of December 2025, is an ambitious partnership with Momenta and Lumo, which aims to create the first real top-of-the-range robot taxi service. This unprecedented experiment could redefine the place of carmakers in the autonomous mobility ecosystem, and reposition Mercedes in relation to the technological giants.

The news broke on 9 December 2025 and instantly caught the industry’s attention: Mercedes-Benz will deploy autonomous robotaxis based on its S-Class in Abu Dhabi, in partnership with Momenta, a Chinese specialist in in-car AI, and Lumo, a local operator dedicated to autonomous mobility services. If you think that the Emirate’s choice is a coincidence, you’d be wrong. Over the past two years, Abu Dhabi has established itself as one of the world’s most permissive and proactive regulatory environments for autonomous vehicles. The authorities are stepping up the number of pilot deployments, and a plethora of players are already testing fleets of robot taxis. For Mercedes, which has already made its mark by approving the first level 3 autonomous driving system on an open road, this new step is like a declaration of intent. The German brand not only wants to be part of the future of mobility, it wants to define it in the most premium segment. An unprecedented feat in this sector.

Above all, the announcement illustrates a profound strategic change. In recent years, most robotaxi services have focused on dedicated vehicles, often compact and utilitarian, sometimes deliberately stripped down to reduce operating costs. Mercedes is going in the opposite direction: offering a top-of-the-range, quiet experience in a sensor-equipped S-Class, operated by a Level 4 autonomous system based on Momenta’s software. The aim is clear: to bring to autonomous mobility the quality of experience that affluent users expect from a vehicle with the star, even without a driver. The brand with the Star promises millimetre-precision perception of the environment thanks to a combo of cameras, radar and LiDAR, and smooth traffic flow in complex urban environments thanks to Momenta’s AI model, designed to constantly analyse dynamic situations at very high processing speeds.

The S-Class, redefined

With this initiative, Mercedes is repositioning the S-Class in a completely new role. It’s not just a taxi, it’s a high-tech mobile space capable of making the presence of a human driver obsolete. The brand has always made comfort, silence and ergonomics a trademark, but the full integration of a Level 4 autonomous system transforms the experience in depth. The journey becomes a suspended moment, free from constraints, without any human intervention, in a car designed to pilot itself with a precision superior to that of a professional driver. In a context where the robotaxi market is still suffering from major economic challenges, Mercedes wants to prove that a premium offer can generate new revenue models, particularly in regions where demand for exclusive services is very strong.

Lumo, the project’s operational partner, will play an absolutely key role in this demonstration. The Emirati company, which specialises in top-of-the-range autonomous mobility services, will be responsible for the deployment, journey management and maintenance of the vehicles. For Abu Dhabi, the arrival of a luxury Mercedes robotaxi reinforces the Emirate’s strategy of becoming the global showcase for driverless travel. After the introduction of 100% autonomous robotaxis via the Uber-WeRide partnership at the end of 2025, the Emirate is now adding a premium brick to its ecosystem, a segment on which no other country has yet really bet.

A market where Mercedes is challenging the giants

The project is all the more significant because Mercedes is positioning itself in an unprecedented competitive dynamic. Until now, the robotaxi market has been dominated by the tech giants, led by Waymo, followed by Cruise, WeRide and AutoX. All share a vision centred on technology above all else. With the arrival of the autonomous S-Class, Mercedes is not only taking on these players, but opening up a new sub-segment: that of the luxury robotaxi, conceived not as a utility service, but as a high value-added product designed by a historic car manufacturer. The difference is significant. Mercedes wants to offer a unique, memorable travel experience that will set the benchmark for the industry.

The announcement of 9 December 2025 specifies that operational deployment will begin in 2026, after a phase of testing and regulatory validation. The Emirate, which already has an advanced legal framework for autonomous vehicles, should speed up this process. The trials will test the resilience of the Momenta system under conditions that are as varied as they are challenging, particularly in the face of Abu Dhabi’s highly heterogeneous traffic flows, where hypercars, taxis, delivery vehicles and tourist users cohabit. This real-life environment provides an ideal laboratory for perfecting Level 4 autonomous driving in a demanding but stable environment.

A strategic alliance that reshuffles the deck

The partnership between Mercedes, Momenta and Lumo goes far beyond the simple launch of a service. It heralds a paradigm shift for carmakers. For years, faced with the dazzling progress made by technology companies, many manufacturers have put their ambitions for advanced autonomy on hold or have contented themselves with integrating systems supplied by third-party companies. Mercedes, on the other hand, seems intent on getting back into the game, thanks in particular to Momenta’s software expertise. This strategic alliance between a premium manufacturer, a Chinese AI specialist and a local operator in a very demanding market creates a rare combination.

The Abu Dhabi deployment also serves as a full-scale test to assess the economic viability of a premium robotaxi. Where many autonomous taxi projects struggle to achieve profitability due to high operational costs, Mercedes’ approach could reverse the logic. A robotic S-Class targets an audience with high purchasing power, willing to pay for a unique experience, potentially paving the way for a more sustainable business model. The market in the Emirates, which has historically been geared towards top-of-the-range offerings, is the perfect place for this type of demonstration.

Level 4, a technological demonstration

This project is also a showcase for Mercedes’ expertise in automated driving. The brand was the first in the world to obtain approval for level 3 autonomous driving on open roads, with its Drive Pilot system. The arrival of level 4, even if limited to predefined zones, takes this expertise a step further. Whereas level 3 still requires the driver to take control in certain conditions, level 4 enables the vehicle to drive completely on its own. The German company wants to show that it is capable of integrating technological building blocks that are far more ambitious than its current systems let on, especially in terms of perception of the environment and algorithmic decision-making.

In choosing Abu Dhabi, Mercedes is also anticipating future developments in the market. The Emirate is committed to a strategy of economic diversification based on technology, innovation and sustainable mobility. The infrastructure is modern, the roads wide and the authorities willing. For a manufacturer, this is the assurance of testing a robotaxi in the best possible conditions, far from the more chaotic and restrictive urban environments of Europe or the United States. In this way, the project enables Mercedes to position itself rapidly in an ultra-strategic segment without having to suffer the administrative delays of Western markets.

An ambition that begins in Abu Dhabi

The prospects do not stop at Abu Dhabi. The December 2025 announcement explicitly mentions the ambition to extend the service to other markets at a later date. Naturally, this expansion will depend on the success of the pilot phase, but it also reflects a long-term vision: Mercedes is not content with a technological coup, it wants to lay the foundations for an international network of premium robotaxis. This ambition is part of a context in which manufacturers are seeking to diversify their activities, monetise their technologies differently and position themselves on services rather than just selling vehicles.

Through this initiative, Mercedes is showing that it does not intend to let the tech giants alone dictate the future of autonomous mobility. By banking on an iconic vehicle, cutting-edge technology and a pioneering market, the German brand is profoundly transforming the perception of the robotaxi. It is no longer just a means of transport, but a premium space capable of embodying a new form of luxury. Abu Dhabi is becoming the starting point for a new era, in which autonomy will no longer be synonymous with efficiency, but with experience.

Sources: www.gulftoday.ae – www.heise.de – www.momenta.cn – www.arabianbusiness.com

On 9 December 2025, Goodyear unveiled the Eagle Xplore, a concept tyre for the new Citroën ELO concept car. A genuine technological showcase, it transforms the tyre into an intelligent sensor and visual interface. With its personalised design, SightLine technology and LED display on the rim, the Eagle Xplore illustrates the transformation of the tyre in the era of connected electromobility.

A tailor-made tyre for performance and adventure

The Eagle Xplore is not part of any standard Goodyear range. It’s the result of blending the sporting DNA of the Eagle line with the ruggedness of the Wrangler range, renowned for off-road use. The result? A tyre designed for versatile electric vehicles capable of tackling both tarmac and tracks.

The tread is structured to combine fuel efficiency and grip. One section is optimised to maximise range, while the other focuses on grip for off-road driving. This dual approach fits in perfectly with the positioning of the Citroën ELO: an electric concept car built for adventure and designed to explore different environments.

In terms of design, the Eagle Xplore has a bright orange sidewall, a nod to the colour of the ELO concept. This strong aesthetic choice makes the tyre an element of personalisation in its own right, going well beyond its functional role to become a genuine visual signature.

SightLine: when tyres become intelligent sensors

What’s great on paper is the integration of Goodyear SightLine technology. This intelligent innovation transforms the tyre into a connected sensor capable of continuously monitoring pressure, total vehicle weight and state of wear. The data is transmitted in real time to the dashboard and the vehicle’s dedicated application.

The most spectacular innovation? A side LED bar integrated directly into the rim. This visual display system instantly indicates the state of pressure: green for optimum pressure, red when adjustment is required. No need for a pressure gauge or audible warning: the information is visible at a glance.

As well as being practical, SightLine incorporates predictive functions. The system aims to maintain vehicle stability, optimise tyre wear and extend tyre life by maintaining the ideal tyre pressure. For an electric vehicle, where every element has an impact on autonomy, intelligent tyre pressure management is crucial.

A demonstrator for the electrical ecosystem of tomorrow

Let’s be clear: the Eagle Xplore is not intended for imminent commercialisation. Goodyear is presenting it as a pure technological concept, a demonstrator of what tyres could become in the connected electric vehicle ecosystem. However, no release date or price has yet been announced.

This positioning is indicative of a wider trend in the automotive industry. The tyre is no longer a simple interchangeable component, but an active element in the driving experience. With SightLine, they become a source of data for driver assistance systems (ADAS), contribute to optimising energy consumption and can be integrated into the on-board software like any other electronic module.

The partnership between Citroën and Goodyear on the ELO project also illustrates the evolution of collaboration between carmakers and equipment manufacturers. The manufacturer is no longer content simply to supply suitable tyres: it is actively involved in the vehicle’s technological narrative, co-designing the user experience and contributing to the DNA of the concept.

Towards 4.0 tyres in sustainable mobility

The Eagle Xplore raises an essential question: how far will tyre technology integration go? If this concept becomes reality, tomorrow’s tyres could inform drivers directly, communicate with active safety systems and even automatically adjust their characteristics according to road conditions. A system like SightLine could make it possible to gain several dozen kilometres of driving range simply by maintaining optimum tyre pressure at all times.

It remains to be seen whether Goodyear will follow up this concept commercially. The manufacturer is remaining silent on any production. One thing is certain: with the Eagle Xplore, Goodyear is sending out a strong signal about its vision of intelligent tyres in the world of electric and connected mobility.

At a time when the automotive industry is speeding up its transition to electric vehicles, Pagani is choosing a contrarian strategy: slowing down. The Italian manufacturer is not giving up on the zero-emission hypercar, but is suspending its programme until the technology, the market and the very essence of the brand can truly converge. A rare choice, but one that says a lot.

Twists and turns in the process

Since announcing its electric intentions almost a decade ago, Pagani has been raising hopes of a ‘zero-emission hypercar’. Today, however, the Italian firm is putting the project on hold. Not for lack of ambition, but because the realities of the market, technology and the brand’s own philosophy require time to mature. However, if some people thought that Pagani was giving up on electric cars, the brand retorts that it is not. The project is frozen but not buried. Until the right ingredients – lightweight batteries, genuine demand and a stable regulatory framework – are in place, Pagani prefers to look after the V12 and wait.

In 2016 – 2017, Pagani set up a team dedicated to an ambitious brief: to design an architecture capable of eventually accommodating an electric variant… or remaining combustion-powered. The brief was based on a clear idea: not to sacrifice the brand’s DNA, even while exploring electric power. The partnership with Mercedes-AMG, the historic supplier of the V12, has even been extended to include electric components. (An “electric hypercar by 2024” horizon had even been publicly mentioned. For several years, the idea of a 100% electric or even hybrid Pagani was more than just a media fantasy. But between 2017 and 2022, internal studies, prototypes and simulations gradually came up against the harsh reality of the field. In the end, the project was not abandoned… but temporarily shelved.

Silent customers and a problematic weight

In the very exclusive world of hypercars, customers are not the anonymous masses: they are a few enthusiasts, prepared to pay fortunes for a rare, emotionally-charged object. And when Pagani proposed an electric version of the Utopia on paper, the response was chilling. Not one buyer showed the slightest enthusiasm. For a craftsman like Pagani, the message was very clear. Launching a model that even its customers reject is taking an insane risk. What’s more, at a time when high-performance electric saloons are competing for acceleration, the real added value remains the experience, and today, for Pagani customers, the V12 is the guarantor of that.

One of Pagani’s obsessions, and what defines its DNA, is lightness. However, batteries have always been one of the worst enemies of thinness: a pack big enough to offer the range, performance and reliability demanded by a hypercar would, according to Pagani, explode the weight. The hybrid, often presented as an intermediate solution, did not convince either. According to the factory’s engineers, it would be a ‘bad compromise’: several hundred kilos more, for a result that does not do justice to the Pagani experience.

A case that speaks volumes about the transition of hypercars

The San Cesario-based company isn’t just waiting for better batteries. It is waiting for a moment when an electric Pagani can be something other than an engineering exercise: a rolling sculpture, a complete sensory experience, an emotional object as coherent as a Zonda or a Huayra. Until this equation is resolved, offering an electric version would be tantamount to circumventing the aesthetic and philosophical promise that has underpinned the brand for over thirty years. Pagani wants to enter the electric era, but not with an opportunistic product. The manufacturer is aiming for perfect alignment between technology, desire and identity.

The Pagani scenario is not like that of all manufacturers. Some brands, particularly the pure electric players, are rushing headlong into the market. Others, very attached to the internal combustion tradition, like certain hypercar players, are observing and waiting. The reality is that the hypercar remains an extraordinarily specialised segment. Those who buy these machines are not necessarily looking for energy efficiency or ecological transition: they are looking for the thrill, the mechanical gesture. In this context, imposing electrics risks confounding expectations. Pagani has understood this: for the time being, the right luxury is patience. The brand has not turned its back on the future. It has simply decided to wait for its own future and that of electric cars to coincide.

Sources: www.topgear-magazine.fr – www.sportauto.fr –

After years of complete electrification, Lotus is preparing to take a new step forward with a plug-in hybrid version of its large SUV, the Lotus Eletre. More than just a new engine, this development paves the way for a profound reconfiguration of the brand: unprecedented performance, greater versatility and a clear response to the expectations of a changing global market.

A turning point in the electrification of Lotus

For the first time in its modern history, Lotus is introducing a plug-in hybrid version of one of its existing models. The new model, available from January only on the Chinese market, will be called ‘For Me’. This change is not anecdotal: it is part of a wider strategy, motivated both by economic constraints and by the need to appeal to markets where electric cars are still struggling to establish themselves. By adding a combustion engine to its electric architecture, while retaining a significant battery capacity, the British brand is breaking certain codes: plug-in hybrids are becoming a credible option for customers demanding range, power and flexibility.

Unlike most plug-in hybrids on the market, the new version doesn’t stop at simply increasing electric range. With a combined power output that approaches or exceeds 950 bhp depending on the configuration announced, this model promises performance worthy of sports cars, while retaining the energy efficiency of a plug-in hybrid system. This ability to reconcile high power with hybridisation demonstrates ambitious engineering: the combustion engine and electric motors are calibrated to offer instant response while maximising efficiency on daily journeys.

Moving towards electric vehicles as a strategy

One of the most striking features of this new model is its range in 100% electric mode. Thanks to a generous battery (almost 70 kWh), the declared range exceeds the usual standards for PHEVs, approaching in some cases that of a conventional all-electric vehicle on many daily journeys. This level of range not only significantly reduces fuel consumption in urban and suburban use, but also reduces the overall carbon footprint for drivers who regularly recharge their vehicle.

The plug-in hybrid comes at a strategic time: some regions, particularly in Southern Europe, the Middle East and countries such as Italy, are still reluctant to make the transition to 100% electric vehicles. The ability to switch between electric and internal combustion engines, or a combination of the two, makes the vehicle attractive to markets where recharging infrastructure is still limited. This versatility is also an asset for Lotus, which can maximise its sales volumes and reduce its exclusive dependence on electric power.

Fast charging and everyday ergonomics

Another key technical aspect of this development is the exceptional rapid charging capacity. The vehicle can go from 30% to 80% charge in around 8 minutes, thanks to a very high charging power. This is a remarkable record for a plug-in hybrid. This speed of recharge literally changes everyday use: it brings the experience closer to that of an electric vehicle, while retaining the freedom of a combustion engine for long journeys.

While this plug-in hybrid version is a first for Lotus, it is part of a wider dynamic. The brand, which is now part of a wider group, is exploring advanced hybrid architectures, such as those announced for other future models, which combine power, range and driving pleasure while complying with future regulatory requirements. Rather than being a simple technical variant, the arrival of this plug-in hybrid represents for Lotus a pragmatic and ambitious response to the challenges of today’s automotive market: performance, autonomy, adaptability and efficiency. It paves the way for a new era for the British brand, in which hybrid solutions enhance, rather than replace, pure electric power.

Sources: Moniteur Automobile – Auto Journal –