Category: News

This marks a new phase in BYD’s European expansion with the launch of its premium brand, Denza. Having recently unveiled the Z9 GT – a true showcase of the brand’s technological prowess – Denza has now officially announced the arrival of a second model in Europe: the D9 DM-i. A vehicle with a very different positioning, yet one that reflects the group’s overall ambition.

DENZA: a premium brand designed as a showcase for technological innovation

Positioned above BYD’s traditional range, Denza represents a clear move upmarket.

Originally launched as a joint venture with Mercedes-Benz, the brand is now fully integrated into BYD and draws on all the technologies developed by the group: batteries, dedicated platforms and advanced hybrid systems.

The aim is clear: to offer vehicles in Europe that can compete with premium models, whilst showcasing technological expertise gained from the Chinese market.

This strategy was first demonstrated with the Z9 GT, a model focused on performance and innovation. But Denza isn’t stopping there.

D9 DM-i: a hybrid MPV to expand the range

It is indeed the D9 DM-i that has been officially unveiled as the second model to be available in Europe. Denza is taking a complementary approach. Whilst the Z9 GT serves as a showcase for technology and sportiness, this new model is aimed at a completely different market: that of the premium family car.

This is a strategic decision. The premium MPV segment remains largely unelectrified in Europe, presenting an opportunity for a distinctive offering.

And where it really shines is in its range. The D9 is powered by BYD’s “Super DM-i” plug-in hybrid technology, which combines a combustion engine with electric propulsion to deliver both efficiency and versatility.

According to the figures released, this car has a range of up to 210 km in 100% electric mode on the WLTP cycle, and with Super DM-i technology, it can cover up to 950 km on a combined cycle. Specifically, this is made possible by the introduction of a hybrid powertrain combining a 1.5-litre engine with electric motors, delivering a combined output of around 350 horsepower and accelerating from 0 to 100 km/h in 8.6 seconds.

When it comes to charging, the D9 DM-i’s Blade battery, with a capacity of 58.5 kWh, can go from 20% to 97% in just 12 minutes.

A striking exterior design, tailored for the premium segment

Beyond its powertrain, the D9 DM-i focuses above all on comfort and space. Indeed, measuring over 5.20 metres in length, 1.960 metres in width and 1.90 metres in height, the D9 DM-i fully lives up to its positioning as a premium MPV. The exterior design prioritises presence and prestige above all else, with a front end characterised by a wide chrome grille and a slim light signature that visually elongates the vehicle.

The very straight profile is dictated by the need for interior space. It also features electric sliding doors. At the rear, a light strip running the full width gives the whole design a modern look. Unlike its sister model (the Z9 GT), the D9 is far from a sporty design; the brand has clearly opted for a prestigious aesthetic, in the tradition of premium Asian MPVs.

An interior designed to offer a premium level of comfort

It is inside that the D9 DM-i truly reveals its true character. The cabin is configured to seat six or seven, with priority given to passengers in the second row. These passengers enjoy individual ‘captain’s’ seats that recline extensively and feature massage, ventilation and heating functions, along with electric leg rests.

Some versions go even further with so-called “Zero Gravity” seats, designed to maximise comfort on long journeys. The package is rounded off by a refined interior, combining leather, wood trim and ambient lighting, with particular attention paid to sound insulation. The manufacturer’s press release states that the on-board experience is thus closer to a rolling lounge than a traditional MPV. Sounds tempting! 

In terms of digital technology, the cabin features a comprehensive array of screens, including a digital instrument cluster, a large central screen measuring over 15 inches, a 10.25-inch digital instrument cluster, a head-up display and several screens for passengers, including those in the rear.

In-car technology and driver assistance systems

The D9 DM-i features a comprehensive suite of driver-assistance technologies: Level 2 semi-autonomous driving, adaptive cruise control, 360° cameras, automatic parking assist, adaptive suspension, and the renowned regenerative braking system, which is often highly effective and enjoyable to drive. 

A range that already complements each other

With the combination of the Z9 GT and the D9 DM-i, Denza is already giving a clear indication of its European strategy.

• the Z9 GT, embodying performance and innovation
• the D9 DM-i, designed for both home and business use

Two models, two market positions, but the same underlying strategy: to demonstrate BYD’s ability to cover several segments of the premium market with electrified technologies. This confirms the Chinese group’s ambition to establish a lasting presence in the European market.

Against the backdrop of a fragile international situation, with oil prices fluctuating wildly and petrol prices remaining high, the government intends to help speed up the electrification of the vehicle fleet. The social leasing scheme, which enables people to purchase an electric car at a lower cost, is being extended to cover a further 50,000 vehicles this year. The medium-term goal is for two out of every three cars to be electric by 2030.

Support for electrification has doubled

Prime Minister Sébastien Lecornu is drawing lessons from the energy crisis that France (and the world) has been facing since the start of military operations in Iran and the Middle East. With the price per litre of fuel exceeding €2 (SP95) and €2.35 (diesel), the government aims to drastically reduce the French people’s dependence on fossil fuels. This will therefore involve the implementation of an ambitious and reinforced electrification plan.

Over the next four years, the government will support and double its investment, increasing it from €5.5 billion to €10 billion a year. “This is a truly substantial sum, which we will find by cutting other expenditure. From now on, we must transform our energy consumption. We must replace oil and gas with electricity. Energy is not just a market. It is a matter of national security,” explains the Prime Minister.

50,000 additional vehicles for social leasing

With the initial quota of 50,000 electric cars having been quickly exhausted since September 2025, the government is extending the social leasing scheme to cover a further 50,000 vehicles from June onwards. This scheme enables people on low incomes to access a new electric car at an affordable monthly rate, particularly for commuting to work. This means that at least 100,000 households will be able to benefit from social leasing in 2025–26, double the number since its launch in 2024.

For each application, the monthly rent must not exceed €200; each tenancy must last for at least three years; and applicants must demonstrate a taxable income of less than €16,300 per year and live more than 15 km from their place of work. 

Two out of three new cars must be electric by 2030

A shortlist of 33 models eligible for this social leasing scheme had been drawn up. These included the Renault R5, the Citroën e-C3, the Fiat Grande Panda and the VW ID3; the arrival of new small electric cars on the market could expand the selection.

In the medium term, by 2030, Sébastien Lecornu wants two-thirds of new cars sold in France to be 100% electric: “Travelling 100 km in an electric vehicle costs between €2 and €3, compared with €11 for diesel.”

Meanwhile, the government is also stepping up the pressure on the automotive industry, hoping to see 1 million EVs rolling off French production lines each year, compared with the 400,000 units currently projected for 2027.

Special support for frequent drivers 

At the same time, certain professions that rely heavily on cars – such as nurses, care assistants and tradespeople who drive long distances – will be eligible for specific support (details to be confirmed) covering up to 50,000 electric cars in 2026.

Businesses will also be supported through dedicated schemes designed to encourage them to electrify their fleets, particularly when it comes to commercial vehicles. Meanwhile, subsidies for the purchase of electric heavy goods vehicles could reach up to €100,000 per vehicle.

When it comes to the electrification of energy use, the Prime Minister believes the time has come to scale up. “Fortunately, France has an advantage: it generates electricity domestically. This is a commitment to energy independence, a commitment it reaffirmed two months ago with the revival of nuclear power and renewable energy. The crisis has validated this choice. It is a strong choice.”

The French manufacturer AURA AERO has reached a decisive milestone in its development. Having raised €50 million in funding, secured public support in France, Europe and the United States, and already secured firm orders, the Toulouse-based company is entering a new phase of industrial development. Between ramping up production, industrial restructuring and technological ambitions, AURA AERO is laying the foundations for a large-scale transition.

An industrial resurgence that is now a reality

AURA AERO has just officially announced a major strategic shift. Thanks to a new €50 million funding round, the manufacturer has now raised a total of €340 million.

A substantial sum, backed by a particularly strong round of funding involving major players: the French Tech Souveraineté fund managed by Bpifrance, the European Innovation Council Fund (EIC Fund), Safran Corporate Ventures, Innovacom, Blast, EDF and the Florida Opportunity Fund.

Beyond the financial figures, it is the nature of the support that marks a turning point. AURA AERO benefits from industrial, institutional and strategic backing, enabling it to secure a long-term trajectory.

On the industrial front, two major projects are taking shape:

This expansion is also taking shape on an industrial level. In France, the company has been granted planning permission for its future factory in Toulouse-Francazal, a strategic site designed to support the ramp-up of production and the creation of skilled jobs.

In the United States, AURA AERO is also accelerating its expansion with a 16-hectare site located at Daytona Beach International Airport in Florida. This future factory, which will be dedicated primarily to the ERA aircraft, will be funded with the support of Space Florida, the state’s aerospace development agency.

As Antoine Blin, Chief of Staff at AURA AERO, puts it:
“Funding, firm orders and factories are no longer just prospects; they are now a reality.”

Firm orders that confirm the market

Another strong sign: commercial momentum is now very much a reality. Indeed, AURA AERO reports over 700 expressions of interest across its various programmes, as well as 20 firm orders for its ERA hybrid-electric regional aircraft.

A level of commitment that is a game-changer. We are no longer talking solely about innovation or technological demonstrations, but about the volumes to be produced and delivered.

Above all, these orders help to safeguard ongoing industrial investments and establish the project within a framework of mass production.

An ambition driven by France 2030 and the decarbonisation of aviation

Founded in 2018 and based in Toulouse, AURA AERO is fully aligned with France’s strategy for reindustrialisation and decarbonisation, as set out in the France 2030 plan. The objective is clear: to bring a new generation of low-carbon aircraft to market by 2030, whilst positioning France as a leader in low-carbon aviation.

Bruno Bonnell, Secretary-General for Investment, notes:
“AURA AERO is fully aligned with this ambition […] with a clear objective: to bring a low-carbon aircraft to market by 2030.”

The government shares this view, with Transport Minister Philippe Tabarot emphasising:
“Decarbonising aviation requires not only established industrial players, but also new entrants.”

Three programmes, three world premieres in the pipeline

With this new phase, AURA AERO is structuring its development around three major programmes, each with a clear ambition:

• ERA, a 19-seat hybrid-electric regional aircraft designed for commercial transport, with the aim of making the world’s first flight of its kind
• INTEGRAL E, a fully electric two-seater aircraft aiming for CS-23 certification
• ENBATA, an ITAR-exempt MALE (medium-altitude, long-endurance) drone designed for strategic applications

These three programmes cover commercial aviation, training and defence applications, reflecting a multi-segment strategy.

As Jérémy Caussade, co-founder of AURA AERO, points out:
“We are building much more than just aeroplanes: we are building a new European industrial player.”

Projects to be unveiled to the public shortly

As the programmes enter an advanced stage of development, AURA AERO is set to showcase its progress at two major events in 2026.

Indeed, the manufacturer will be exhibiting at AERO Friedrichshafen 2026, one of Europe’s leading general aviation events, where its electric and hybrid solutions will be showcased.

A few weeks later, AURA AERO will also be taking part in the Sun ‘n Fun Aerospace Expo 2026 in the United States, a key event in support of its industrial expansion in Florida.

There is no doubt that the Toulouse-based start-up will pull out all the stops at its events to encourage more investors and industry players to get involved in this project, which, without a doubt, looks set to be around for many years to come

Strong political and industrial support

Finally, AURA AERO enjoys significant support from a range of organisations in France, Europe and the United States, including Bpifrance (through the French Tech Souveraineté fund), the European Innovation Council Fund (EIC Fund), Safran Corporate Ventures, Innovacom, Blast, the Florida Opportunity Fund and EDF.

Beyond financial support, these partners bring industrial credibility and the ability to provide long-term support.

On the European side, Commissioner Ekaterina Zaharieva emphasises the strategic importance of this:
“Investing in companies such as AURA AERO means strengthening Europe’s global leadership in clean aviation.”

In the United States, Robert Harvey of the Florida Opportunity Fund highlights the company’s industrial ambition:
“AURA AERO aims to become the leading US manufacturer of hybrid-electric regional aircraft.”

Finally, EDF is also supporting the project in the area of energy infrastructure, with the aim of establishing future charging standards for electric aviation.

A new phase: manufacturing, delivering, establishing an industrial presence

With this fundraising, these orders and these factory projects, AURA AERO is clearly entering a new phase.

The challenge is no longer simply to design innovative aircraft, but to produce them on a large scale, in an industry undergoing rapid transformation. As Jérémy Caussade, co-founder and chairman, puts it: “We are building much more than just aircraft: we are building a new European industrial player.”

In a rapidly evolving sector, the Toulouse-based manufacturer is gradually establishing itself as one of the key players to watch in the hybrid and electric aircraft segment.

The Cupra brand now accounts for 1.4% of the market share (in France) and is becoming increasingly independent from Seat, from which it originated. Launched just eight years ago, Cupra is already unveiling its eighth model: the Raval. This all-electric city car is the first to use the Volkswagen Group’s dedicated platform for small electric vehicles. Expected to rival the Alpine A290, the Raval – both dynamic and versatile – is set to account for half of the manufacturer’s annual sales in France. With the ambition of turning a new page in the history of the young Spanish manufacturer.

The Raval is flexing its muscles

Following the Formentor SUV and the compact Born – Cupra’s best-selling flagship models – here comes the feisty little Raval (named after a multicultural neighbourhood in Barcelona). A 4.05-metre electric city car with muscular lines, featuring a backlit logo at the front and on the highly distinctive rear bumper. Its styling is designed to be modern, as evidenced by its Matrix LED headlights (a rare feature in this category), flush door handles and original 17- or 19-inch alloy wheels with copper-coloured inserts. “The Raval is more than just a car for Cupra; it’s a project we’re leading for the entire Volkswagen Group, as it marks the launch of the new MEB+ platform on which the future VW ID Polo, ID Cross and Skoda Epiq electric city cars will also be produced. And we’re very proud to be spearheading this very important project,” explains Cecilia Taïeb, Cupra’s Global Communications Director.

The Cupra Raval, the VW Group’s flagship electric city car

To support this electrification programme launched in 2022, the VW Group has invested €10 billion in Spain, focusing in particular on its long-established plant in Martorell, near Barcelona. The production lines are now fully flexible and can assemble electric vehicles, plug-in hybrids (PHEVs) and vehicles with internal combustion engines. Next door, a dedicated battery production plant churns out a battery every 45 seconds. Boasting its status as the third most electrified brand sold in France, Cupra is therefore poised to ramp up its efforts in its quest to achieve a 3% market share.

The genes of an athlete

From the outset, Cupra’s DNA (a portmanteau of ‘Cup’ and ‘Racing’) has been distinctly sporty. These characteristics are evident in the interior design (including highly original dynamic lighting in the door panels and an infotainment system that is now ‘Android-compatible’ with Google and YouTube apps) and the wraparound bucket seats. In terms of technical specifications, the Raval comes with two battery capacities: 37 or 52 kWh (offering a range of 300 to 450 km) and motors ranging from 116 to 226 hp. “The first people to test it came back delighted by its dynamism and handling, and that’s just as well because Raval needs to convince the sceptics to switch to electric and deliver an emotional experience,” emphasises Pedro Fondevilla, Managing Director of Cupra France. “It has a chassis that’s 15 mm lower than its ID Polo cousin, for example. And this low-slung stance is reminiscent of driving a go-kart; the driving experience must be different to emphasise its sportiness and set it apart from other models in the VW Group.”

It will also need to be compared with its main rival, the Alpine A290 (220 hp), to appreciate the dynamic qualities of this front-wheel-drive model and decide which of these two electric hot hatches comes out on top.

It is worth noting that a spacious area beneath the boot floor could well eventually accommodate a second engine, transforming the Raval into an even more powerful and high-performance four-wheel-drive vehicle: an idea that Cupra’s management has not ruled out…

A place to be had in the market

Given the current trend of soaring electric car sales, the timing of the Raval’s launch seems ideal. “The electric city car segment is still relatively uncompetitive,” notes Pedro Fondevilla. “So for Cupra, it’s now or never to establish itself in this market. “We have what it takes to win people over: interior space, boot capacity (430 litres), styling, features and an attractive price, especially if incentives and subsidies remain at appealing levels. We hope the Raval will account for 50% of our sales by 2027.”

The entry-level version of the Raval (with a small 37 kW battery and a small 115 hp engine) will be available from €25,995.

Cupra: the brand of the new generation?

Beyond its unmistakable sportiness, Cupra has paid close attention to the perceived quality and status of this city car, particularly with a view to corporate fleets, another key target audience for the brand. Not to mention young drivers, who quickly took to Cupra from the moment it was launched. “Our sales targets aren’t necessarily about achieving high volumes, but with Raval, we want to continue to be a brand that inspires young people,” says Cecilia Taïeb. “We want today’s Gen Z to remember us when they’re old enough to buy a new car.” ” The average age of a Cupra customer is 44 in Europe and 47 in France. That is 10 years younger than the average for most car manufacturers.

With the launch of its electric Z9 GT shooting brake (which resembles a Porsche Taycan Sport Turismo), Denza, the luxury division of Chinese manufacturer BYD, is making its debut on the European market. The aim is to serve as a technological showcase and win market share, particularly against German specialists. This is a major challenge for this very young brand, which has no track record to speak of apart from promising performance both on the road and in terms of charging power.

A sleek sports car to kick off the campaign

Amidst the gilded splendour of the Palais Garnier, which houses 150 years of French cultural and architectural history, Denza, a new brand from China, is determined to showcase its technological prowess to Europe. The setting is sumptuous for this launch, first in front of the media and then at a gala dinner bringing together leading business figures and hand-picked guests. Denza, an acronym for Diverse, Elegant, Novel, Zenith and Aspirational, embodies the premium division of BYD, the Chinese leader that sold over 4.5 million vehicles in 2025. To tackle the European market at the very top of the range, here is the Z9 GT, a dynamic 5.18-metre-long saloon with a shooting brake silhouette that is aesthetically reminiscent of the Porsche Taycan Sport Turismo, the benchmark for electric sports cars.

A tech-savvy and connected welcome

The interior is designed to be luxurious and tech-savvy, centred around a huge 17.3-inch central screen, flanked by two 13.2-inch side screens. The seats are ventilated, feature a massage function, are heated and offer eight-way adjustment; they also incorporate active lateral support powered by the vehicle’s pneumatic system to provide better support when cornering. The flat floor does not compromise the limousine-style legroom, particularly as the wheelbase is generous (3.12 m). The infotainment software features Google and AI assistance. The audio system from French brand Devialet delivers 2000W through 20 speakers.

100% electric or Super hybrid

Under the bonnet, there are two powertrains: a DM-i Super Hybrid with 776 hp and a fully electric range of 203 km, and a 100% electric powertrain whose technical specifications are on a par with the best sports cars in its class. Thanks to its three electric motors and all-wheel drive, maximum power reaches 1,156 hp and 1,210 Nm of torque! The WLTP-rated range is not exceptional (600 km), but acceleration promises to be blistering: 0 to 100 km/h in 2.7 seconds (on a par with the Porsche Taycan Turbo Sport Turismo) and a top speed of 270 km/h. Manufactured by BYD, the second-generation Blade battery uses LFP (lithium iron phosphate) chemistry and Cell-to-Body technology, meaning it is integrated into the chassis, which allows for optimal balance and weight distribution. With a capacity of 122.49 kWh, the battery powers a 313 hp front motor and two rear motors positioned at the wheels, each producing 422 hp. A rear-wheel-drive version of the Z9 GT will complete the range by the end of 2026 with an announced range of 800 km.

Flash Charging system: record-breaking charging power

On the face of it, the technical specifications do not seem particularly extraordinary. However, Denza is introducing a charging system never before seen in a mass-produced car: FLASH Charging. A pure BYD innovation, the charging power can reach 1,500 kW via a single connector. At this power, the battery recharges from 10% to 70% in 5 minutes; from 10% to 97% in 9 minutes, and in just 12 minutes if the outside temperature drops to -30°C. These times are comparable to the time needed to fill up with petrol. Such a ‘lightning-fast’ charging system allows the driver to cover long distances with greater peace of mind. The spirit of sporty grand tourers is very much present in the Z9 GT. However, the number of FLASH Charging stations delivering such power is still scarce in Europe. Denza promises to develop 3,000 such points.

Agility and sideways movement

Whilst the Z9 GT promises to be at home on the open road and during charging, manoeuvring in town and in tight spaces will be made easier thanks to the independent steering of the rear wheels, which can turn up to 5°. The turning circle is significantly reduced, allowing the car to park in a tight space and even move sideways in ‘crab mode’. This electronic control system offers remarkable manoeuvrability for a car of this size… and promises some amazing demonstration videos in winding alleyways.

Unbeatable prices

By offering such features on its flagship model, Denza aims to quickly catch up with German premium brands such as BMW, Mercedes and Porsche. Whilst the technology still needs to be tested over the long term, it appears ready; however, the perceived quality, the attention to detail in the interior finish and the car’s overall styling remain a step below the European benchmarks. On the other hand, the Chinese prices are unbeatable. Prices start at €115,000 for the electric Z9 GT and €101,000 for the Super Hybrid version. Orders are now open, whilst the first Denza showroom is set to open in the coming days in Saint-Germain-en-Laye, in the Paris region.

The French car market has once again shown its fragility at the start of 2026. According to AAA Data, 153,842 passenger cars were registered in March, a fall of around 1.5% compared with March 2025.This decline is less severe than in February (-14.7%), but it confirms an underlying trend: the market remains under pressure. Against this backdrop, however, one segment continues to grow significantly: electric vehicles.

A market struggling to regain its momentum

With nearly 154,000 new registrations, March 2026 managed to limit the damage, though it did not mark a genuine recovery. For the first quarter as a whole, the market recorded around 414,000 passenger cars, down by approximately 8% compared with 2025.

To be more specific, the use of internal combustion engines continues to decline:

• diesel's market share has fallen below 3%,
• petrol prices are falling sharply,
• whilst hybrids now dominate the mix… without managing to sustain overall volumes.

The conclusion is clear: the energy transition is making progress, but it has not yet offset the market downturn.

The electric vehicle sector is maintaining its momentum but remains dependent on the economic climate

Indeed, in this market, it is electric vehicles that, as in previous months, continue to perform well. In March, they accounted for around 27% of new registrations, representing just over 40,000 electric vehicles for the month.

Looking at the first quarter, the trend is even more pronounced, with over 100,000 EVs already registered – an increase of around 20% – representing a market share of nearly 25%.

A clear upward trend, which, as we know, is driven by factors that are now well established, such as social leasing deliveries, increased government subsidies and regulatory constraints on vehicle fleets.

But of course, nothing lasts forever (normally)… Behind these positive figures, there is a caveat: some of this growth is cyclical, so the peak observed since January may not last as certain measures lose momentum.

There is no shortage of opportunities

We don’t talk about it often enough, yet this trend isn’t limited to the new-car market. It’s also becoming increasingly evident in the used-car market.

In March 2026, 476,979 used car sales were recorded, an increase of 2% year-on-year. In the first quarter, the market totalled 1,330,132 sales, a slight decrease of 2%.

But here too, the market landscape is changing rapidly. Electrified powertrains are growing rapidly:

• Sales of second-hand electric cars have surged by 47%, reaching a 4% market share,
• mild hybrids (MHEVs) are up by 35% (5% market share),
• Plug-in hybrids (HEVs) have seen a 27% increase (6% market share).

Conversely, internal combustion engines are on the decline:

• Diesel has fallen by 4%, but remains dominant with a 42% market share,
• petrol prices have fallen by 2% to 38%.

Fleets: the quiet but vital driving force behind the transition

Behind these developments, one key player stands out: corporate fleets. As they are more responsive to public policy than private individuals, companies are quick to adapt their choice of powertrain. For them, a car primarily serves an immediate operational need, which severely limits the scope for postponing purchasing decisions.

In this context, current regulations, particularly greening requirements, have a direct and significant impact. They automatically steer vehicle replacements towards electrified powertrains, and are likely to continue doing so in the short and medium term.

But their role is not limited to the new car market. By regularly renewing their vehicles, fleets supply the used car market with a huge number of recent models. As a result, they have become a key driver in the uptake of electric vehicles by households, enabling a more gradual yet broader transition across the entire vehicle fleet.

A trend to watch over the coming months

The start of 2026 thus highlights a two-tier market. Whilst the overall market is in decline, the electric vehicle segment is growing strongly.

As always, the question remains: is this trend sustainable? With the gradual phasing out of social leasing, a challenging economic climate and prices that remain high, the coming months will be decisive. One thing is certain: whilst electric vehicles are gaining ground, they are still doing so in a market that is still struggling to find its footing.

It’s now official. Following several weeks of speculation since the fourth-quarter 2025 results briefing, Tesla is discontinuing production of two of its most iconic models: the Model S and Model X. This is a momentous decision, marking both the end of an industrial cycle and a profound strategic shift for the American manufacturer.

A decision that had already been hinted at as early as January 2026

It all began in late January 2026, during the Q4 conference. At that time, Elon Musk stated: “It is time to put a definitive end to the Model S and X programmes.” “If you want to buy a Model S or X, now is the time to place your order. ” The CEO spoke of a reallocation of resources, a desire to optimise production lines and, above all, a repositioning of Tesla towards projects deemed more strategic. “We are going to focus on the products that have the greatest impact,” he explained in essence, suggesting that certain historic models are no longer a priority. 

At the same time, another development has gone almost unnoticed: the gradual transformation of the factory in Fremont, California. As Tesla’s historic site, long dedicated to the Model S and Model X, Fremont is now set to take on a new role.

The aim is to house part of the production of the Optimus humanoid robot, which is billed as one of the group’s most ambitious projects. Elon Musk himself has stated that Tesla could eventually produce “millions of units” of this robot.

Production has come to a halt… and stocks are already running low

Production of the Model S and Model X has been permanently halted since early April 2026. The vehicles still available come solely from existing stock, and they are selling out fast. Indeed, according to EV-CPO data from seven days ago, there are currently approximately:

• 295 new Model S cars
• 301 brand-new Model Xs

And this is true on a global scale.

This is a particularly telling figure, especially given that almost all of these vehicles are located in the United States. In Europe and Canada, stocks have already run out. In practical terms, this means that these models are, in real time, transitioning from being available new to being end-of-life models, which will only be available second-hand.

Volumes that have become marginal in the face of industrial priorities

Behind the symbolic significance of this decision lies a far more pragmatic reality: that of sales volumes. In recent years, the Model S and Model X have accounted for only a marginal share of Tesla’s sales. Indeed, in 2025, the manufacturer’s high-end models, grouped under the ‘other vehicles’ category, totalled barely 50,850 units, compared with over 1.6 million Model 3s and Model Ys. A colossal gap, which clearly illustrates the shift in scale at Tesla.

In this context, maintaining production lines dedicated to low-volume vehicles is becoming increasingly irrelevant. The strategy now lies elsewhere: optimising production capacity for mass-market models, reducing costs and ramping up production of the Model 3 and Model Y, which are the true pillars of the group’s profitability.

Added to this is a more profound transformation: the reallocation of resources towards new technological projects, particularly robotics. The Fremont factory, historically dedicated to the Model S and Model X, is thus set to play a key role in the development of the Optimus humanoid robot. This shift confirms that Tesla is no longer content merely to produce cars, but is reorganising its industrial infrastructure around its future priorities.

Pioneers who have redefined electric vehicles

Beyond the business announcement, it is above all the symbolic significance of this decision that stands out. When it was launched in 2012, the Model S entered a market where electric cars were still a niche product, often perceived as underperforming and limited. Tesla completely changed the game.

The American saloon immediately sets new standards:

• a range of over 400 km from the very first generations,
• acceleration worthy of a sports car,
• a fully digital interface,
• and, above all, over-the-air (OTA) updates that transform the car over time.

A few years later, the Model X rounded off this vision with an electric SUV that combines performance, technology and family-friendly practicality, whilst introducing standout features such as the Falcon Wing doors.

These two models have played a key role in driving the global market forward: they have demonstrated that an electric vehicle can compete with, or even outperform, premium combustion-engine models. They have also forced established manufacturers to respond, leading to a massive acceleration in their investment in electric vehicles.

A new chapter begins and a bold rebranding

With the discontinuation of the Model S and Model X, the strategy is now clear:

• focus on high-volume models such as the Model 3 and the Model Y,
• optimise costs and production,
• and, above all, invest heavily in disruptive technologies such as artificial intelligence and robotics.

This shift reflects a profound transformation at Tesla, which is gradually moving away from its status as a ‘traditional’ car manufacturer to become a multi-sector technology company.

Just a few days after the official launch of OMODA & JAECOO on the French market, the Chery Group has taken a further step in establishing its presence. In a press release issued on 7 April 2026, the Chinese manufacturer announced the signing of a strategic partnership with DHL Supply Chain. This three-year agreement, far from being insignificant, demonstrates a clear ambition: to establish a long-term presence in France by building a comprehensive ecosystem from the outset, rather than simply offering a range of vehicles. In this context, after-sales logistics becomes a key priority.

A partnership to ensure after-sales support from day one

It is precisely this point that forms the basis of the agreement with DHL Supply Chain. Indeed, the press release states that the aim is to establish a comprehensive supply chain dedicated to spare parts, even before the first deliveries to customers. This approach is endorsed by Hanbang Yu, CEO of the Chery Group in France:

• “Customer satisfaction is our top priority. It begins long before the first delivery. By choosing DHL Supply Chain, we are equipping ourselves to offer after-sales service that matches our ambitions from day one. This partnership is a cornerstone of our commitment: we are not just here to sell cars in France; we are here to build a sustainable brand, working with local partners, for French customers.”

So it’s clear: Chery regards after-sales service as a cornerstone of its launch in France.

A logistics infrastructure designed to support growth

Specifically, DHL will handle all operations, ranging from the storage of spare parts and order fulfilment to distribution to the network of OMODA & JAECOO dealerships and authorised repairers

The operation will be based at a logistics centre in Meung-sur-Loire, near Orléans, with several thousand parts already planned, ranging from small components to bodywork parts and batteries.

The service also includes the management of international shipments and customs clearance, ensuring delivery across the whole of France within 24 hours.

Six models available from launch… with the range set to expand

Another key point in the press release is the scale of the scheme from the outset. Indeed, at launch, the scheme will cover six vehicle models, with significant potential for expansion to accommodate the arrival of several additional models by 2028.

This forecast confirms that the launch of OMODA & JAECOO is not limited to a small range. The manufacturer is already preparing for the arrival of new models in the coming years, at a time when the electrification of vehicle ranges is becoming a necessity in the European market.

A direct response to the needs of the French market

This partnership addresses a clearly identified issue: the credibility of new entrants. In the French market, as in Europe, expectations are no longer limited to the product itself; they also extend to:

• the availability of parts
• the quality of after-sales service
• network reliability

These are factors that are often highlighted as weaknesses when new brands enter the market. To address these potential shortcomings and remove these obstacles from the outset, Chery has therefore partnered with a company such as DHL. This approach has been praised by Nico Schütz, CEO of DHL Supply Chain France:

• “Chery Group’s entry into the French market is part of a phase of particularly rapid growth, which requires a flexible, reliable and immediately operational supply chain. We are proud to be supporting the launch of the OMODA & JAECOO brands at this stage of their development, with a logistics system designed to grow in step with their ambitions.”

A launch that is already well organised in France

This partnership comes at a time when the roll-out of OMODA and JAECOO is already well underway in France. From spring 2026, the brand will be supported by a network of 74 dealerships, with a target of 130 sales outlets by the end of the year, in order to rapidly expand its presence across the country. 

As for the product range, the line-up remains limited for now, comprising the OMODA 5 and JAECOO 7 SUVs, which have been available to order since April 2026, but the strategy is clear: to rapidly expand the range in the coming months.

A key milestone in Chery’s European strategy

Through this partnership, Chery is doing more than simply supporting the launch of OMODA and JAECOO. The group is laying a crucial foundation for its expansion in Europe.

By setting up its after-sales network today with the help of a leading logistics provider, just a few days after the brand’s very first vehicles went on sale in France, the manufacturer is sending a clear signal: its ambitions go far beyond a mere trial phase on the French market.

It now remains to be seen whether this industrial and logistical organisation will lead to rapid adoption in a particularly competitive market.

Whilst the car market remains fragile at the start of the year, one player is cementing its dominance. In a press release issued on 1 April 2026, Stellantis announced that it had taken the lead in the French market for the first three months of the year, across all segments: passenger cars, light commercial vehicles (LCVs) and the combined passenger car and LCV market.
In total, the group claims a market share of nearly 31% for the quarter, a level that allows it to maintain a solid lead in an environment that remains uncertain.

A proven leader despite a challenging market

The key takeaway from the start of this year is that Stellantis has maintained its leading position in France, with a balanced mix of passenger cars and commercial vehicles.

More specifically, the group boasts a market share of 29.4% in passenger cars and around 36% in light commercial vehicles, confirming its strong foothold in the commercial vehicle sector.

This performance should be viewed against the backdrop of an overall decline. The French market remains on a downward trend, continuing the pattern seen in recent months. Indeed, the French car market has fallen by a further 2.1% compared with 2025, despite a slight rebound in March (+12.9%).

In this context, Stellantis emphasises the strength of its market position. “Stellantis has confirmed its leadership with a market share of nearly 31% in the first three months of the year. We are the market leader in transition
energy technologies, with a dominant position in hybrid powertrains, and we hold the top spot in the 100% electric passenger car market,” says Xavier Duchemin, Managing Director of Stellantis France.

Electrification and hybrid vehicles as drivers of growth

Beyond the figures, the press release highlights a key point: the group’s positioning in the field of electrified powertrains.

Indeed, Stellantis claims to be a leader in hybrid vehicles, as well as the market leader in fully electric passenger cars. The figures clearly illustrate this, as Stellantis holds a 24% market share in this segment.

A dual strategic approach, at a time when the market remains divided between a gradual transition (hybrid) and a shift towards all-electric vehicles.

Key models that remain well-positioned

And the reason the group continues to perform at this high level is that it relies on a broad range of models that enjoy a strong presence in the French market. Indeed, several of the group’s vehicles regularly feature in the top 10 best-sellers, namely:

• Peugeot 208
• Peugeot 2008
• Peugeot 3008
• Peugeot 308
• Citroën C3

Models that enable the group to remain highly competitive in the retail market, which is obviously a key strategic focus in the race for sales.

Brands that drive performance

This momentum is largely driven by the performance of the group’s various brands, which are generally on an upward trajectory. The press release provides detailed statistics on these manufacturers.

As for Peugeot, the brand has reaffirmed its position as a mainstay. It leads the hybrid powertrain market across all segments (passenger cars, light commercial vehicles and a combined total of both) and dominates the SUV market, with the 2008, 3008 and 5008 topping their respective categories. It also has several models in the top 10, including three in the overall market and four in the B2B segment.

Citroën, for its part, continues to make headway. In March 2026, the brand ranked third in the French market, with sales volumes up by 20% and a particularly sharp rise in electric vehicle sales (+68%). Over the quarter, it consolidated its third-place position with a 9.2% market share, driven in particular by the growing popularity of the C3 Aircross and C5 Aircross.

At Fiat, momentum remains strong, with growth of 44% since the start of the year. City cars are performing particularly well (up 45% in passenger cars), whilst the brand has achieved a 7.2% market share in light commercial vehicles, up 1.2 percentage points.

Jeep has also seen growth, with registrations up 4.5% in March. The rise of its electric range is continuing, with a 49% increase in sales of fully electric models, driven in particular by the electric Compass and the Avenger.

Finally, Leapmotor is significantly stepping up its expansion. The brand recorded 594 registrations in March, an increase of 88.5% year-on-year, and achieved a 1.1% share of the electric vehicle market.

Commercial vehicles: still a strategic pillar

Another key strength highlighted by the group is its dominance in the commercial vehicle sector.

“Stellantis Pro One has once again established itself as the leader in commercial vehicles,” says Xavier Duchemin.

With a market share of nearly 36%, the group is cementing its key role in the commercial vehicle sector, a strategic segment at a time when fleets need to accelerate their transition to electric powertrains, particularly in response to Low Emission Zones (LEZs).

A trend to be confirmed

The start of 2026 thus confirms Stellantis’s strong position in the French market, with a strategy based on the diversity of its brands, its focus on hybrid and electric vehicles, and its dominance in the commercial vehicle sector.

It now remains to be seen whether this momentum can be sustained in a market that remains unstable, amid pressure on prices, the energy transition and changing consumer habits.

By the end of April, the Chinese firm Geely will be launching several models in France under its own brand. The aim is to conquer a major market and not fall behind its rivals BYD, SAIC (MG) and Xpeng, which are already well established. Having acquired Volvo, Lotus and Smart, Geely Auto Group presents itself as the most European of the Chinese manufacturers. With nearly 20 million cars sold since its inception, it is now aiming to be among the world’s top five by 2030, and this will be achieved through Europe.

Geely’s bold move 

Although Geely Holding Group was established in 1986, the car manufacturer was founded ten years later in Hangzhou (south of Shanghai) and began by producing simple, affordable cars. The Chinese authorities soon recognised it as the country’s leading private car manufacturer, at a time when many brands were directly controlled by the state. 

The brand is gradually specialising in hybrid and electric cars, but made a name for itself worldwide in 2010 by acquiring Volvo Cars, to everyone’s surprise. This unexpected acquisition proved to be a shrewd move: it enabled Geely to gain credibility, raised the calibre and quality of its models, and gave its vehicles a more European and technologically advanced image. These were significant assets for a Chinese manufacturer seeking to establish itself beyond its borders.

A quiet giant in the automotive industry

Today, the Geely Group is an automotive giant that sells over 4 million cars a year worldwide and has developed a multi-brand strategy by launching brands such as Lynk & Co (aimed at an urban, tech-savvy audience) and Zeekr (a premium EV brand), as well as acquiring Lotus and Smart, European manufacturers that were losing momentum but were well recognised by the public. The Geely Group has thus become the most ‘European’ of Chinese manufacturers, but must now succeed in establishing its products on the Old Continent.

Models tailored to the European and French markets

With one in ten new cars sold in Europe now being Chinese-made, the Geely Group could no longer delay establishing a presence under its own name. This is particularly true given that the brand boasts a global range comprising around ten electric and hybrid models (SUVs, saloons and compact cars). The French market is set to welcome the compact E5 SUV (4.61m) first, which boasts a highly efficient drag coefficient. With a modern interior and a sleek dashboard, the E5 is equipped with 60 or 76 kWh batteries, offering a range of up to 530 km. The entry-level 218 hp rear-wheel-drive version will be available from €32,000, a very competitive price.

The other model announced is a plug-in hybrid SUV, the Starray EM-i (4.74 m), which is set to rival the MG EHS and BYD Seal U DM-i. 

In the medium term, the EX2 electric city car (4.14 m), fitted with a 39.4 kWh LFP battery (offering a range of up to 289 km), could be launched at a price of under €20,000.

An industrial strategy to establish a leading position

These models seem tailor-made for a rather discerning French clientele. However, neither the E5 nor the Starray and EX2 are manufactured in Europe and will therefore not be eligible for any purchase subsidies or incentives. This is why Geely is in talks with Ford to have its cars manufactured at the American company’s European plants (Cologne, Valencia or Craiova), whose assembly lines are not operating at full capacity.

Ultimately, Geely will draw on its joint European R&D and design centre – which brings together Volvo’s operations in Gothenburg (Sweden), Frankfurt (Germany) and Coventry Lotus (UK) – to design future cars that are more closely aligned with the preferences of the European market. In the meantime, the Chinese manufacturer aims to export its vehicles to Europe just six months after they go on sale in China.

Geely is intensifying competition among Chinese brands

In addition to their technological lead over established European EV brands, Chinese manufacturers now find themselves competing against one another. Each with their own strengths. 

Market leader BYD is making a strong push with highly competitive prices and an already comprehensive range of models, including fully electric vehicles and long-range plug-in hybrids. SAIC (through MG) can rely on its industrial strength, exporting a million cars every year. XPeng focuses more on high-tech products, autonomous and connected vehicles, and is working on energy efficiency, fast-charging solutions and even flying cars.

The Geely Group’s main strength lies in the distinct identities of its various brands: Lynk & Co targets a young, urban and tech-savvy audience; Zeekr positions itself as a premium rival to Tesla; Polestar is Volvo’s luxury sports division; whilst Lotus remains a brand with a sporting heritage. Under its own logo, Geely can therefore position itself as a mainstream offering aimed at the general public and families seeking more affordable electric mobility. It still lacks visibility and needs to build brand awareness, but its 40-year heritage makes Geely the most dangerous competitor for Chinese manufacturers setting out to conquer Europe and France.