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  • The European Union and electric mobility: what Brussels has actually been doing over the past 15 years

    The European Union and electric mobility: what Brussels has actually been doing over the past 15 years

    Marceau Nio

    Electric mobility in Europe did not take hold overnight. Behind the current boom in electric vehicles lies a comprehensive regulatory framework that has been gradually put in place over the last fifteen years. From the initial CO₂ standards to the planned phase-out of internal combustion engines by 2035, the European Union has, step by step, shaped the transition of the automotive sector.

    From the first CO₂ standards to the rise of electric vehicles

    It all began in 2009, with the first binding legislation adopted by the European Union. The CO₂ emissions regulation set a target of an average of 130 g/km by 2015, rising to 95 g/km by 2020 for new cars, with penalties of up to €95 per gramme over the limit per vehicle.

    At this stage, electric vehicles are not yet a priority, but they are gradually becoming a viable option for manufacturers looking to meet these targets.

    At the same time, the European Union is beginning to shape its long-term vision. The White Paper on Transport published in 2011 sets a clear target: to reduce emissions from the sector by 60% by 2050. For the first time, the transition to low-emission vehicles is officially mentioned.$

    2014–2019: Europe lays the groundwork

    A new milestone was reached in 2014 with the first directive specifically dedicated to infrastructure. The EU requires Member States to plan the roll-out of charging points, with one key requirement: transparent, accessible and non-discriminatory pricing.

    But it was in 2019, above all, that the current framework took shape. With the European regulation on light-duty vehicle emissions, Brussels has set much more ambitious targets:

    • -15% reduction in emissions from 2025
    • -37.5% by 2030 for cars
    • -31% for commercial vehicles

    This text also introduces the first measures to promote electric vehicles, with tax credits specifically for zero-emission models.

    For the first time, heavy goods vehicles are also being included in the equation, with a target of a 30% reduction in emissions by 2030.

    2021–2023: a major turning point with the end of the combustion engine era

    The real turning point came in 2021 with the European Commission’s “Fit for 55” climate package. The aim is clear: to align all European policies with a 55% reduction in CO₂ emissions by 2030.

    In this context, a landmark decision was taken in 2023: to end the sale of new petrol and diesel cars by 2035.

    A conscious choice, as MEP Pascal Canfin explains:
    “If we want to be carbon neutral by 2050, we must ensure that no new cars put on the road from 2035 onwards emit CO₂.”

    In practical terms, this means that all new vehicles sold in the EU must be 100% zero-emission by that deadline.

    source: Bloom

    Infrastructure is finally becoming a necessity

    At the same time, the European Union is no longer focusing solely on vehicles. It is now turning its attention to a key issue: charging.

    Since 2024, the AFIR regulations have imposed very specific obligations:

    • A fast-charging station every 60 km along major European routes
    • A minimum power output of 150 kW for cars
    • Up to 350 kW for heavy goods vehicles
    • Payment by credit card is required; no subscription is needed
    • Price displayed in €/kWh before charging

    Added to this is another key element: open data (location, availability, price), to enhance the user experience and promote interoperability.

    The aim is clear: to make electric charging as simple and widespread a service as petrol is today.

    source: Ionity

    2024–2026: a more pragmatic adjustment phase

    Following the major announcements, the European Union is now entering a more operational phase.

    As evidence of this more realistic approach, a flexibility mechanism has been introduced for manufacturers between 2025 and 2027, to avoid immediate penalties whilst maintaining the overall targets.

    At the same time, ambitions in the heavyweight division have been stepped up:

    • -45% emissions by 2030
    • -65% by 2035
    • -90% by 2040

    Another key milestone: by the end of 2026, the European Union plans to carry out an initial comprehensive review of its strategy, with the possibility of adjusting its objectives in line with industrial and technological realities.

    source: Geneviève Colonna d’Istria

    A transformation that is already visible, but still under strain

    Today, the effects of this strategy are beginning to bear fruit:

    • There are now over 10 million fully electric cars on the roads across Europe.
    • Over 175,000 public charging points installed
    • Massive industrial investment estimated at over €500 billion in Europe

    Nevertheless, a number of challenges remain: price pressure, competition from China, dependence on raw materials and social acceptance.

    A path that is now irreversible

    In just over fifteen years, the European Union has moved from a policy of incentives to a structural transformation of the car market.

    CO₂ standards, the phase-out of fossil fuels, and the roll-out of infrastructure: all the levers are now in motion. The question now is whether this strategy will be able to deliver on its promises against an increasingly tense industrial and geopolitical backdrop.

  • Geely Auto, the little-known Chinese giant, is coming to France

    Geely Auto, the little-known Chinese giant, is coming to France

    Guillaume Coche

    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.

  • Sales of electric vehicles are on the rise, but this is not (yet) due to the global crisis

    Sales of electric vehicles are on the rise, but this is not (yet) due to the global crisis

    Guillaume Coche

    Against an international backdrop where the price of a barrel of Brent crude has reached $110, the new car market is beginning to see significant gains for electric models. Their market share stood at 28% in March, the highest level ever recorded in France. Whilst it is too early to gauge the effects of the war in the Middle East, leasing schemes and corporate tax policies are bearing fruit and serving as a catalyst for an acceleration in EV registrations. Not to mention the ongoing development of charging infrastructure and the easing of psychological barriers among motorists. 2026: the tipping point for electric vehicles?

    Source: Tesla

    Electric vehicle sales hit a record high in the first quarter, with Tesla performing strongly

    In the first quarter of 2026, the market share of electrified vehicles (electric + hybrid, including plug-in hybrids) stood at 80%. This proportion has never been higher in France for passenger cars. More specifically, fully electric vehicles accounted for 28% of new registrations during this period: a record! More than 112,000 electric cars have already been put on the road in 2026. Looking at the details, it is worth noting that Tesla is back on form: 9,570 vehicles sold, representing a 200% increase compared to March 2025. The Model Y SUV in particular has benefited from a trade-in incentive and attractive pricing. The trend towards the electrification of the vehicle fleet is therefore accelerating. Is this due to the international context and rising oil prices? It is too early to say.

    Is it time to wake up to the reality?

    But with petrol prices exceeding €2 per litre, many are asking themselves: is it time to switch to a different energy source? Could the crisis benefit electric cars? “Unfortunately, in this global context, the time has come for prospective buyers of electric vehicles to wake up to the reality,” predicts François Gatineau, president of Mobileese, which supports businesses in their green transition. “Switching to electric cars is no longer just an environmental issue. It has become a matter of purchasing power. Every surge in oil prices acts as an invisible tax on households.”

    EX40 Sand Edition

    Driving a petrol car costs five times as much as driving an electric car

    According to his estimates, driving a petrol car currently costs five times more than driving an electric vehicle. A household living in the countryside that travels 500 km a week has to pay €240 a month on fuel for a combustion engine vehicle *, compared with just €48 a month for an EV (provided it is charged during off-peak hours). A difference of nearly €200 every month, or almost €2,500 by the end of the year. The bill is becoming a heavy burden for petrol car users, whilst, conversely, the electric vehicle market is shifting into high gear with numerous compelling arguments in its favour.

    Sales of electric vehicles are expected to pick up pace

    The range of options is growing ever wider and extending into lower price brackets to make electric cars more accessible. “Increasingly strict European regulations are forcing manufacturers to take action,” explains Nicolas Raffin, spokesperson for the NGO Transport & Environment. “We are therefore seeing the emergence of smaller, more affordable electric cars such as the Citroën eC3, Dacia Spring, Fiat 500e, Renault Twingo and much cheaper Chinese models. ” There is no doubt that manufacturers will step up their promotional campaigns and commercial offers in the coming weeks to attract new customers. Kia, for example, is offering its small urban SUV, the EV2, for under €20,000, provided buyers meet the requirements to qualify for government support (up to €5,700 in aid for low-income households).

    Source: Renault

    Social leasing for individuals and tax incentives for businesses

    Another factor that helped boost sales at the start of the year was the social leasing scheme introduced by the government last September (a maximum monthly payment of €200 for up to 12,000 km per year). Many private individuals have taken out these contracts (for three years or more). On the other hand, among businesses, the shift towards electric vehicles in company fleets is slow to materialise, despite tax incentives. The TVS (company car tax) is waived, there is a higher tax deduction on the purchase of a clean vehicle, and a 70% tax allowance on the benefit in kind for electric company cars…
    “The advantage is shifting. Business leaders are primarily looking at the TCO (total cost of ownership), i.e. how much their fleet costs them each year. It has become significantly higher for combustion engines than for electric vehicles, and this is guiding their choices when renewing their fleets,” notes Nicolas Raffin of T&E. Not to mention that fleets of over 100 vehicles must currently comprise at least 15% EVs (this will rise to 48% by 2030), failing which a tax of €2,000 per missing vehicle will be levied.

    Electricity and energy independence

    Energy independence is also becoming a major factor in the rise of the electric car. France’s nuclear power stations generate 70% of the country’s electricity, whilst all the oil consumed is imported. “In recent years, motorists no longer wish to be dependent on global conflicts (Russia-Ukraine, the Middle East) to fill their tanks, as price fluctuations and supply difficulties have a direct impact on their professional activities and daily lives,” says François Gatineau of Mobileese. “What’s more, electric vehicles are becoming more convenient to use. There are fewer queues at charging stations; you can charge at home; you can plan ahead.”
    Not to mention that the government will only provide specific subsidies in a targeted manner to offset price rises at the pump (for private nurses, road hauliers, farmers, etc.) and will soon present its Grand Electrification Plan. The aim is to reduce fossil fuel imports from 60% to 40% by 2030 and to make electric vehicles mainstream.

    Source: Kia

    Charging infrastructure and charging points under development

    That leaves the issue of electricity supply infrastructure. AVERE currently lists 190,878 publicly accessible charging points (excluding private installations at home or in businesses), including 31,000 fast and ultra-fast chargers, which allow vehicles to be recharged in 20 to 30 minutes on the motorway. The network is expanding rapidly, with nearly 300 charging points per 100,000 inhabitants. Gradually, the fear of running out of power is fading from users’ minds, whilst efforts continue to convince potential future buyers. This was not the case five years ago.

    Tipping point

    The price of oil is not the main factor driving motorists to switch to electric vehicles: sales of EVs also rose last year when petrol prices were low. However, the current crisis could mark a decisive turning point, particularly as psychological barriers are being overcome one by one (improved range, faster charging, more accessible technologies).

    *(For a vehicle with a fuel consumption of 6 litres per 100 km: €12 per 100 km at €2 per litre / For an electric vehicle costing €2.40 per 100 km: 15 kWh × €0.16 during off-peak hours)

  • Electric 2026: Who sold the most EVs in America, and what does the next phase of the electric revolution look like?

    Electric 2026: Who sold the most EVs in America, and what does the next phase of the electric revolution look like?

    Rebeca Perez

    Whilst 2023 and 2024 were defined by the boom in electric vehicles, and 2025 has become the year when EVs became a reality, 2026 looks set to be the year of genuine competition in the electric vehicle market in the United States.

    The US EV market did not collapse once the initial euphoria had subsided. On the contrary, it has matured. Buyers have become more selective, focusing on affordability, access to charging, reliability and long-term running costs. Brands that offered real value, rather than just ambitious promises, have continued to dominate sales.

    Industry data from Cox Automotive and Kelley Blue Book show that the strong momentum seen in the EV market in 2025 continued into 2026, confirming that electric vehicles are no longer a niche segment of the US car market.

    The uptake of EVs has settled into a phase of steady growth rather than the explosive surge seen in the early years. The market is no longer driven by speculation; it is driven by competition.

    Here is the story of who led EV sales during the most recent cycle, what these figures reveal about the industry, and what they suggest for the future of electric mobility in America.

    The big picture: EV sales in the US on the cusp of 2026

    By the end of 2025, the US EV market had reached one of its strongest periods on record. Several major trends were shaping the industry as 2026 began:

    • Sales of electric vehicles reached record quarterly levels in 2025.
    • Electric vehicles have captured a double-digit market share nationwide.
    • SUVs and crossovers have dominated EV sales.
    • Competition between manufacturers has intensified dramatically.

    Tesla remained the number one EV brand in the United States, but its market share declined as traditional manufacturers and international brands launched competitive models.

    Tesla’s share of the US EV market has fallen to around 38%, a significant shift from its previous dominance of over 70% at the start of the decade.

    This decline did not mean that Tesla was selling fewer cars. It meant that the rest of the industry had finally caught up.

    EV sales by brand: who led the market 

    One of the clearest snapshots of competition in the EV market emerged in late 2025, when sales soared ahead of changes to federal incentive schemes.

    Representative monthly sales figures showed the following performance by brand:

    These figures reveal a major structural shift in the industry: Tesla remains in the lead, but the established manufacturers are now collectively rivalling Tesla’s scale.

    TESLA: still the king, but no longer alone 

    Tesla began 2025 as the undisputed leader in the EV market and has maintained that position as we enter 2026.

    The company’s dominance rests largely on two factors:

    • Tesla Model Y
    • Tesla Model 3

    The Model Y remained the best-selling electric vehicle in the United States and one of the best-selling vehicles overall.

    Preliminary sales figures for the third quarter of 2025 showed:

    • Model Y: approximately 114,897 units
    • Model 3: approximately 53,857 units

    But Tesla’s leadership is no longer unchallenged.

    The company has faced increasing pressure from:

    • Aggressive price competition.
    • Traditional car manufacturers are expanding their ranges of electric vehicles.
    • Changes to eligibility for the federal tax credit.
    • A slowdown in demand growth compared with previous boom years.

    Tesla responded with price cuts designed to maintain sales volumes, a strategy reflecting a more competitive market environment.

    GENERAL MOTORS: the surprising return of EVs

    If any traditional car manufacturer has emerged as a major success story in the EV sector, it is General Motors.

    Chevrolet has become Tesla’s closest direct competitor, largely thanks to one vehicle: the Chevrolet Equinox EV.

    Sales of the Equinox EV reached around 25,085 units in the third quarter of 2025, making it one of the best-selling non-Tesla EVs in the United States.

    Chevrolet has been successful in targeting mainstream buyers with:

    • A recognisable brand.
    • Competitive prices.
    • A practical battery life.
    • Strong support from the dealer network.

    The result marked a turning point for the established manufacturers, who had previously been left far behind by Tesla.

    source: Chevrolet

    FORD: pick-up trucks, performance and power from the brand 

    Ford has maintained a strong presence in the EV market at the start of 2026, underpinned by two flagship models:

    • Mustang Mach-E
    • F-150 Lightning

    Sales of the Mach-E reached approximately 20,177 units in the third quarter of 2025, reflecting strong brand loyalty and the strength of Ford’s nationwide dealer network.

    Rather than competing directly in the smaller EV segments, Ford has focused on high-performance SUVs and electric pick-up trucks, closely aligning itself with traditional American vehicle preferences.

    source: Ford 

    HYUNDAI AND KIA: the leaders in value 

    Hyundai and Kia have quietly continued to gain market share.

    Hyundai’s range of electric vehicles – particularly the Ioniq 5 – has received high praise from consumers for its value, range and reliability.

    Sales of the Ioniq 5 reached around 21,999 units in the third quarter of 2025, making it one of the most successful non-Tesla EVs.

    Analysts have frequently cited Hyundai and Kia as leaders in the design and engineering of affordable EVs, helping to broaden the uptake of EVs beyond luxury car buyers.

    source: Hyundai

    Emerging players: the new competition

    In addition to the traditional brands, several new players have helped to diversify the EV market.

    Notable models included:

    • Honda Prologue — approximately 20,236 units sold in the third quarter of 2025.
    • Rivian R1S — nearly 19,687 units in 2025.
    • Volkswagen ID.4 — steady sales as a European alternative.

    These vehicles demonstrate that the EV market is no longer dominated by a single company or strategy.

    Instead, it becomes a fully-fledged ecosystem of competing brands and technologies.

    source: Honda

    The best-selling EV models 

    The best EV models on the US market included:

    1. Tesla Model Y
    2. Tesla Model 3
    3. Chevrolet Equinox EV
    4. Hyundai Ioniq 5
    5. Honda Prologue
    6. Ford Mustang Mach-E
    7. Kia EV6 / Chevrolet Blazer EV
    8. Rivian R1S
    9. Volkswagen ID.4
    10. Ford F-150 Lightning

    SUVs and crossovers topped the rankings, reflecting the preferences of American consumers.

    source: Rivian

    Incentives and economic reality 

    Government policy has remained a major factor influencing demand for EVs.

    Changes to the $7,500 federal tax credit for EVs sparked a surge in consumer purchases throughout 2025, as buyers rushed to secure the incentives before eligibility rules were tightened.

    At the same time, higher interest rates have made affordability a key factor.

    Brands that offered competitive prices or aggressive financing gained an advantage.

    Charging infrastructure: still the big question 

    Access to charging remains one of the biggest barriers to the wider adoption of EVs.

    States that have invested heavily in infrastructure, particularly California, have continued to lead the country in terms of EV adoption rates.

    Tesla’s charging network remains a major strategic advantage, although partnerships between manufacturers are expanding access to charging facilities nationwide.

    source: Tesla

    What 2026 means for the future of EVs 

    The outlook for EVs at the start of 2026 is clear.

    Electric vehicles are no longer an experimental technology or the subject of over-the-top speculation. They are now a permanent fixture on the American automotive scene.

    But the industry is entering a new phase in which success will depend on:

    • Affordability.
    • The expansion of infrastructure.
    • Trust in brands.
    • Usability in the real world.

    Tesla remains the market leader, but the era of unchallenged dominance is over. The EV revolution did not stall after the initial wave of enthusiasm; it has simply matured, and the real competition is only just beginning.

  • The day the market crashed

    The day the market crashed

    Felipe MUNOZ

    How did the MMTLP scandal expose Wall Street, the regulators and a rigged system working against ordinary Americans? There are moments in history when Americans suddenly see what lies behind the curtain, when the comforting illusion of fairness crumbles and the machinery of power is laid bare. For millions of retail investors, that moment came in December 2022. The stock symbol was MMTLP. What followed was not merely a suspension of trading. It was a breach of trust so severe that, three years on, the US financial system is still struggling to explain it. 

    MMTLP was supposed to be a routine transaction. A preference share linked to oil and gas assets, resulting from a spin-off from Meta Materials, it was marketed as a temporary bridge, soon to be converted into private shares in a new company, Next Bridge Hydrocarbons. Investors believed they would either be able to exit their positions by selling or receive fair value through the spin-off. Instead, they were trapped. Without warning, resolution or accountability, the market was frozen. And it never really reopened.

    An unprecedented ruling

    On 9 December 2022, trading in MMTLP was suspended just a few days before the final settlement period. Retail investors, many of whom were veterans, pensioners and middle-class Americans, were denied the fundamental right to participate in the market: the ability to sell.

    • No emergency announcements.
    • No penalties for fraud.
    • No clear explanation.

    The decision came from FINRA (Financial Industry Regulatory Authority), the self-regulatory body responsible for maintaining ‘fair and orderly markets’. But the markets were neither fair nor orderly that day. They were selectively closed.

    source: FINRA

    What made this ruling extraordinary was not only its timing, but its permanence. MMTLP never resumed negotiations. Investors were forced into a private company structure with no liquidity, no way out and no timeline for resolution.

    To many Americans, it felt less like regulation and more like confiscation.

    The shadow of naked short selling

    Almost immediately, investors began asking a question that was taboo on Wall Street: What if there were more shares in circulation than were legally authorised?

    Suspicion centred on naked short selling, a practice long denied by institutions but widely practised by retail traders. The theory was simple and explosive: if huge short positions existed and could not be closed out once trading had ceased, the suspension of trading prevented the revelation of a catastrophic imbalance.

    Instead of ensuring accountability, the system has frozen the evidence.

    Documents obtained under the Freedom of Information Act (FOIA) subsequently suggested that there was an internal realisation within the regulatory agencies that something was seriously amiss. Emails, timelines and internal alerts revealed that senior officials had been brought up to speed very quickly. Yet nothing was done to protect investors. Nothing was disclosed publicly. Silence became policy.

    source: FOIA

    Regulators are closing ranks

    As pressure mounted, investors turned to the courts. Lawsuits were filed in several federal courts, including those in Texas, Nevada, Connecticut and Vermont. The defendants were not only hedge funds, but also the very regulators responsible for oversight.

    The SEC (Securities and Exchange Commission) and FINRA responded with a joint defence: procedural immunity.

    The judges were asked not to assess the evidence, but to dismiss the cases on technical grounds. Time and again, the judges ruled that retail investors had no right to bring a private action. Requests for discovery were blocked. FOIA requests were refused. The evidence was sealed.

    Not because the allegations had been refuted, but because there was never any opportunity to examine them. Justice was not blind. It was simply unavailable.

    The human cost

    Behind every stock market symbol are real people. The MMTLP community comprises:

    • Military veterans who had faith in the market they had served to defend.
    • Pensioners who had invested their retirement savings.
    • Families who believed in American fairness and free enterprise.

    For them, it wasn’t just a loss on paper; it was a life-changing event.

    Some had to put off medical procedures. Others had to delay paying their university tuition fees. Many simply wanted answers. What they received instead was gaslighting: assurances that the split had been ‘successful’, that the markets were functioning as intended, and that nothing untoward had taken place.

    Yet, three years on, the shares remain illiquid, the questions unanswered and the regulators unmoved.

    Next Bridge: a locked door

    Next Bridge Hydrocarbons, the private company into which investors were forced to invest, filed repeated disclosures revealing severe financial distress. Losses were mounting. ‘Going concern’ warnings emerged. Assets remained unexploited. There was no initial public offering (IPO). No buyback. No repayment mechanism.

    Retail investors have been told to wait. To wait for value, to wait for transparency, to wait for justice. But in this system, waiting seems to be the very point.

    source: Next Bridge Hydrocarbons

    A pattern, not a coincidence

    What makes MMTLP so dangerous in this situation is that it is not an isolated case. The same themes are evident in other small-cap stocks driven by retail investors:

    • Trading halts at critical moments.
    • Transparency rules delayed.
    • Endless extensions granted to powerful market players.
    • Courts are reluctant to override regulatory immunity.

    In December 2025, the SEC quietly delayed the transparency rules on short selling once again, pushing back the disclosure requirements until 2028. The message was clear: Wall Street would be protected. Retail investors would have to wait.

    For many Americans, MMTLP has become the Rosetta Stone of stock market corruption – the case that explained all the others.

    Why the media turned a blind eye

    Perhaps the most damning aspect of the MMTLP scandal is not what happened, but the fact that the mainstream financial media – ever quick to report on celebrities’ stock picks and the craze for cryptocurrencies – have largely ignored the story.

    Why? Because MMTLP challenges the narrative that US markets are the fairest in the world. It exposes uncomfortable truths about regulatory capture, institutional favouritism and the erosion of equal protection under the law. It reveals that in modern America, some investors are more equal than others.

    A constitutional issue

    Ultimately, the MMTLP scandal is no longer about a single action. It is about rights.

    • The right to property.
    • The right to due process.
    • The right to transparent governance.

    When regulators can drain liquidity without explanation, refuse to disclose evidence, suppress evidence and evade judicial scrutiny, the question inevitably arises: who is the market really for?

    The Silent Revolt

    Despite everything, the MMTLP community has not disappeared. It has organised itself. Thousands of letters have been sent to Congress. Dozens of lawmakers have signed petitions. Independent journalists have investigated the matter. FOIA battles have continued. Discussion forums, calls, dashboards and evidence submissions have multiplied.

    That wasn’t mob behaviour. It was civic engagement. The sort that our system claims to encourage—until it threatens those in power.

    The day the market crashed

    History will remember December 2022 not merely as a trading halt, but as a turning point. The day when ordinary Americans realised that the promise of free markets no longer applied across the board.

    MMTLP has shown that when losses are small, individuals are allowed to gamble. When losses threaten institutions, the game stops. And when the game stops, the referees close ranks.

    The shadow cast over electric mobility

    This same two-tier system, which sacrificed MMTLP retail investors to protect Wall Street, now looms over the US energy transition. Whilst the Trump administration has been advocating a ‘free market’ approach to electric vehicles since its 2025 reset, one crucial question remains: who will protect the small players when the shift to electric vehicles threatens the established giants?

    The parallel is disturbing. The same regulators (SEC, EPA) that turned a blind eye to MMTLP are now overseeing massive subsidies (IRA, tax credits) and the supply chains for lithium, a critical mineral dominated by China. If MMTLP revealed that ‘some investors are more equal than others’, the battle for electromobility risks demonstrating that some transitions are freer than others.

    What comes next

    The story of MMTLP is still unfolding. Appeals are still ongoing. FOIA disclosures continue. Public pressure is mounting. And trust, once lost, is hard to restore.

    But one thing is already certain: the myth of a fair market has not survived MMTLP.

    The only question now is whether America will face up to what this has revealed, or whether it will sweep it under the carpet like so many truths before it.

  • Major electrification plan: what we know (and what we don’t know) about France’s strategy

    Major electrification plan: what we know (and what we don’t know) about France’s strategy

    Marceau Nio

    Originally expected at the end of April, the government’s ‘major electrification plan’ will finally be unveiled next week. Against a backdrop of soaring fossil fuel prices linked to the war in the Middle East, the government aims to accelerate the reduction of France’s dependence on imported hydrocarbons. 

    source: dominiopublico

    A plan put forward amid the geopolitical crisis

    With oil and gas prices having soared since late February 2026 due to the current conflicts in the Middle East, the government has decided to bring forward the presentation of its electrification plan to next week, announced government spokesperson and Minister of State for Energy, Maud Bregeon, on 27 March.

    • “We must ensure a long-term supply of stable, carbon-free energy that is accessible to all and produced in France. This solution has a name: electrification.”

    The stated aim is clear: to reduce France’s dependence on imported fossil fuels from 60% today to 40% by 2030, through the widespread electrification of energy use. This ambition follows on from the third Multi-Annual Energy Plan (PPE3), published on 13 February 2026 after a three-year wait.

    source: French government

    The PPE3: a roadmap for an all-electric France by 2035

    Indeed, to understand the electrification plan, it is necessary to consider the broader context in which it is set. The Multi-Year Energy Plan (PPE3) sets out France’s energy strategy for the period 2026–2035 and charts the path towards carbon neutrality by 2050.

    It sets out the following objectives:

    • Share of fossil fuels: 40% by 2030, less than 25% by 2035
    • Share of electricity: 60% by 2030, over 75% by 2035
    • Emissions from the energy sector: 55% reduction by 2030, 80% reduction by 2035
    • Electric vehicle fleet: 15 million by 2030, 30 million by 2035

    To achieve these key objectives, the PPE3 relies on a carbon-free electricity mix. Specifically, it combines the revival of nuclear power – namely the continued operation of the 56 existing reactors – with an extension of their operational life by at least a further 50 years. In addition, between 6 and 14 new EPR2 reactors are to be commissioned by 2035. 

    source: ABACA

    In addition to nuclear power, the government plans to expand renewable energy, with the aim of tripling solar and wind power capacity by 2035. Finally, the electrification of energy use across several sectors forms part of this strategy: transport, the built environment, industry and the digital sector.

    Promises that lead to immediate action, as announced by Roland Lescure, Minister for the Economy, Finance and Industrial, Energy and Digital Sovereignty, during the presentation of the PPE3:

    • “That’s it. The decree has been published. It was about time. We’ve made our decision today, and we’ll be launching the investments as early as tomorrow.”

    A development that now extends beyond the environmental sphere alone. As Prime Minister Sébastien Lecornu puts it:

    • "It is no longer just a climate issue; it is now a matter of national interest."
    source: AFP

    Indirect funding, via Energy Saving Certificates

    That leaves the key issue of funding. At this stage, the plan does not provide for any new direct budgetary allocations. The government is relying primarily on Energy Saving Certificates (ESCs).

    In practical terms, this scheme requires energy suppliers to fund measures to reduce energy consumption, particularly in the transport sector and in the electrification of end-use applications.

    These investments do not place a direct burden on the state budget. However, the cost is indirectly passed on to the energy bills of households and businesses, which raises the question of whether this is acceptable in the medium term.

    Some uncertainties ahead of the official presentation

    Despite these broad outlines, several details remain unclear just a few days before the official presentation.

    Firstly, the specific measures to be implemented in the transport sector have not yet been set out in detail. The objectives are in place, but the practical arrangements (such as funding, requirements or a specific timetable) have yet to be clarified.

    Furthermore, the question of governance remains unresolved. The appointment of a dedicated lead for electrification, a proposal frequently raised by industry stakeholders, has not yet been confirmed.

    Finally, industrial capacity is a key challenge. Behind the goal of large-scale electrification lies a simple question: will France and Europe be able to produce enough batteries, vehicles and infrastructure to keep pace?

    source: ACC

    A strategy caught between sovereignty and industrial dependencies

    For that is precisely the paradox of this plan. In seeking to reduce its dependence on imported fossil fuels, France is exposing itself to another form of dependence, this time linked to electrical technologies.

    Today, around 60% of electric vehicle batteries come from Asia, whilst the majority of key components are still manufactured outside Europe.

    In light of this, the government plans to introduce so-called ‘resilience’ criteria from September 2026, with the aim of promoting equipment assembled in Europe.

    source: L’argus

    Key points to bear in mind ahead of the announcements

    One thing is certain: the electrification plan is due to be unveiled in the coming days, with a clear focus on transport and electric mobility.

    The objective is clear: to reduce dependence on fossil fuels from 60% to 40% by 2030, as set out in the PPE3.

    It now remains to be seen how these ambitions will be put into practice: support for electric vehicles, the development of charging infrastructure, the electrification of commercial fleets, and the transformation of logistics.

  • Leapmotor unveils the hybrid version of the B10: electrification without compromise

    Leapmotor unveils the hybrid version of the B10: electrification without compromise

    Marceau Nio

    Leapmotor has unveiled a new version of its compact SUV, developed in collaboration with Stellantis: the B10 Hybrid EV. This model is designed to meet growing demand for a predominantly electric driving experience, offering extended range and flexibility that may appeal to those who are not yet ready to switch to a fully electric vehicle. 

    source: Leapmotor

    A compact SUV designed with electric power in mind… featuring a range extender

    According to Stellantis’ press release, the Leapmotor B10 Hybrid EV is based on an architecture known as a “range-extended Hybrid EV”, which places electric propulsion at the heart of the vehicle’s operation. Unlike conventional hybrids, where the combustion engine can drive the wheels directly, here the wheels are always driven by an electric motor. The on-board petrol generator, a 1.5-litre unit producing around 50 kW, serves only to recharge the battery when necessary, ensuring a smooth electric driving experience without the constraints of purely battery-powered ranges. 

    In terms of range, the B10 Hybrid EV is fitted with an 18.8 kWh battery, offering up to 86 km of range in electric mode, whilst combining this with the vehicle’s combustion engine allows for a total range of up to 900 km. The press release emphasises that the vehicle can be used on a daily basis as an electric car whilst retaining the ability to cover long distances without relying solely on charging stations. An attractive solution for motorists who are still hesitant about making the switch to 100% electric. 

    source: Leapmotor

    Once on board, there are four power modes to choose from, tailored to different driving needs:

    • EV+ and EV: to maximise battery usage in urban areas or on daily commutes,
    • Fuel: to start the generator and extend its running time,
    • Power+: to combine electric power with generator assistance during acceleration or on hilly roads. 

    Design, interior and technology 

    Externally, the B10 Hybrid EV retains the silhouette of the B10 electric compact SUV unveiled in late 2025, with dimensions designed for versatile use: 4.53 metres long, 1.87 metres wide, just under 1.7 metres high and a wheelbase of over 2.7 metres. It is therefore a fairly spacious SUV that promises users plenty of room without being too imposing on the roads. 

    source: Leapmotor

    As for the interior, Leapmotor describes it as modern and functional. This is now standard for a modern vehicle; at the centre of the dashboard is a 14.6-inch touchscreen that brings together infotainment, connectivity and vehicle functions. The LEAP OS 4.0 Plus system, paired with a Qualcomm 8155 processor, offers a smooth interface, whilst connectivity includes Apple CarPlay and Android Auto, available via wired or wireless connection. 

    Comfort hasn’t been overlooked: heated and ventilated eco-leather front seats and a refined interior complete the understated yet pleasant cabin atmosphere. 

    source: Leapmotor

    Safety and support: a comprehensive package

    Stellantis also places a strong emphasis on active and passive safety. The B10 Hybrid EV features 17 advanced driver-assistance systems (ADAS). Several of these systems have been updated to enhance driving fluidity and confidence, such as adaptive cruise control (ACC) and lane-keeping assist (LCC). 

    As an added bonus, this vehicle features energy recovery technology and one-pedal driving. These features were introduced via the latest OTA updates. 

    Leapmotor has sought to make its technology more accessible with a starting price of €29,900, which is very reasonable for the C-segment. The range has been streamlined into two main trim levels, Life Hybrid EV and Design Hybrid EV, with a choice of six exterior colours and three interior themes. 

    source: Leapmotor

    Leapmotor: who is the brand behind the B10?

    Leapmotor is no stranger to the electric vehicle market, but its partnership with Stellantis has propelled it onto the European stage since September 2024 with its all-electric T03 and C10 models.

    source: Leapmotor

    Indeed, founded in China in 2015, this manufacturer quickly established itself as a specialist in smart electric cars, with a strategy focused on technological innovation, competitive pricing and a connected user experience. 

    The brand has experienced remarkable growth in recent years. In 2025, Leapmotor achieved an exceptional annual performance, selling nearly 600,000 vehicles and ranking first among Chinese new energy vehicle (NEV) start-ups. It now has more than 1,700 sales and service outlets worldwide, with a presence in over 40 markets, including a rapidly expanding presence in Europe with nearly 250 sales outlets. 

    source: Leapmotor

    A strategy of openness towards customers

    The Leapmotor B10 Hybrid EV, as well as being a variant of the BEV version, represents a genuine attempt to balance range, comfort and affordability, whilst offering an experience close to that of an electric vehicle. With an attractive price, sophisticated technology and a positioning that appeals to a wide customer base, sales of this SUV are worth keeping an eye on, as it seems to have everything going for it.

  • When electric mobility is also taking hold along the Seine in Paris

    When electric mobility is also taking hold along the Seine in Paris

    Marceau Nio

    In Paris, the shift to electric transport is no longer confined to the roads. Indeed, the River Seine is gradually emerging as a new strategic corridor for decarbonising transport, whether in urban logistics, passenger transport or even tourism. Thanks to a combination of private initiatives, public investment and technological trials, electric transport is now gaining ground on the water.

    source: HAROPA PORT

    River-electric logistics is becoming a feature of the Parisian landscape

    What if the next revolution in Parisian electric mobility were to come not from the roads, but from the river? One thing is certain: the movement is already well underway. Indeed, for example, since late 2025, HAROPA PORT has formalised a 15-year partnership with the start-up ULS (Urban Logistic Solutions) to develop a river and cycle logistics network in Paris.

    source: HAROPA PORT

    It may sound abstract put like that, but in practice it’s simpler. Goods are transported by boat between Charenton-le-Pont and strategic locations such as the ports of Javel-Bas or Gros-Caillou, before being delivered to the city centre via electric cargo bikes. According to an article in Le Figaro published in March 2026, it takes just 37 minutes to travel from Charenton to the Alexandre III Bridge, followed by a further six minutes to reach the Champs-Élysées by bike.

    source: Les Echos

    This model makes it possible to drastically reduce the use of combustion-engine commercial vehicles in urban areas, where their impact remains particularly high: in Paris, delivery vehicles (commercial vans and lorries) account for up to 40% of emissions linked to road traffic in densely populated areas, whilst also being responsible for a significant proportion of noise pollution and congestion. 

    In this context, ULS aims to replace up to 150 diesel lorries with this logistics system. Furthermore, the vessel used is built in modular sections in Portugal, illustrating the emergence of a genuine European value chain centred on these new forms of transport.

    source: HAROPA PORT

    A regulatory framework that clearly drives towards net-zero emissions

    The development of these solutions does not rely solely on private initiatives. It is, in fact, taking place within a more restrictive regulatory framework for transport, which is forcing companies to rethink their business models.

    In fact, in Paris, the Low Emission Zone (LEZ) already bans the most polluting vehicles, with restrictions being gradually tightened. By 2030, the capital aims to phase out diesel almost entirely, which is why river transport is emerging as the solution.

    At European level, the “Fit for 55” climate package sets a target of a 55% reduction in CO₂ emissions by 2030. At the same time, the Alternative Fuels Infrastructure Regulation (AFIR) requires the development of charging infrastructure, including for inland waterway transport.

    source: Fit for 55

    Tourism and passenger transport are also going electric

    The electrification of the Seine is not limited to freight transport. Passenger transport is also evolving rapidly.

    Les Vedettes de Paris, for example, have begun transforming their fleet, with the first vessel to be retrofitted to run entirely on electricity due to be ready by 2024. Each vessel is equipped with two 550 kWh battery packs, allowing for rapid recharging in around 15 minutes during stopovers. The stated aim was to achieve an 80% zero-emission fleet by mid-2025, with an estimated saving of 460 tonnes of CO₂ avoided per year per vessel. This is an ambitious target, which above all illustrates the operators’ determination to accelerate electrification, even though the actual level of deployment has not yet been officially specified at this stage.

    On a different note, the event vessel La Perle Noire, launched in June 2025 at the Port of Grenelle, features an innovative electro-hydraulic propulsion system. Measuring 22 metres in length and capable of carrying 70 passengers, it is based on technology developed in collaboration with several French companies, illustrating the emergence of an industrial sector centred on electric river transport.

    Finally, plans for flying water taxis are back in the spotlight with SeaBubbles. These electric vessels, capable of reaching 25 knots (46 km/h), could be deployed as early as 2026 with a fleet of 10 to 20 units. Several operators, such as G7 and Uber, have been mentioned, although regulatory issues are still under discussion.

    source: French Marine Industries Federation

    Infrastructure: the cornerstone of this transformation

    As with electric cars, the development of these applications depends largely on infrastructure.

    Since 2018, HAROPA PORT and Voies Navigables de France have been gradually rolling out the Borne & Eau® network, which is set to comprise 110 charging points by 2026 between Le Havre, Rouen and Paris. These stations provide both electricity (up to 63A) and water.

    And as mentioned earlier, just as with land vehicles, this network of charging points is key to the development of transport modes. It will need to be expanded significantly if electric boats are to flourish.

    source: HAROPA PORT

    A transformation still in progress

    Whilst the number of projects is growing, the logistics of electric river transport are still in the early stages of development. The momentum is certainly there. Driven by regulatory constraints, technological innovations and changing patterns of use, the Seine is gradually emerging as a solution – albeit a niche one – for reducing CO₂ emissions.

  • Opel Corsa GSE: final preparations at the Nürburgring ahead of its launch

    Opel Corsa GSE: final preparations at the Nürburgring ahead of its launch

    Marceau Nio

    Unveiled in mid-February, the upcoming Opel Corsa GSE is now entering the final phase of development. The German brand’s all-electric sporty compact is currently undergoing further testing at the Nürburgring, a key step ahead of its market launch.

    source: Opel

    Technical specifications: a sporty drive

    The Corsa GSE marks a real turning point for Opel, as this all-electric sporty city car heralds the return of the GSE badge – the direct successor to the former OPC models – with a focus now firmly on electrified performance.

    It produces around 280 hp (206 kW) and 345 Nm of torque, enabling the German car to accelerate from 0 to 100 km/h in under 6 seconds (estimated at 5.9 s), with a top speed limited to 200 km/h. These figures place this model well above the standard Corsa Electric (156 hp) and even the previous petrol-powered Corsa OPC.

    source: Opel

    As for the battery, Opel has opted for a 54 kWh pack, offering a range of around 336 km on the European WLTP cycle. Fast charging is available at up to 100 kW, allowing the battery to go from 10% to 80% in just under 30 minutes.

    With its 280 horsepower, it not only outperforms its direct rivals, such as the upcoming Peugeot e-208 GTI. At the same time, it shares its technical platform with other models from the Stellantis group, such as the Alfa Romeo Junior Elettrica Veloce and the Abarth 600e, whilst retaining its own distinct identity thanks to its decision to stick with front-wheel drive.

    A choice that may seem surprising given that most electric sports hatchbacks opt for rear-wheel drive (or all-wheel drive) to better channel the power. With 280 hp, the instant torque of an electric motor can quickly exceed the grip capabilities of the front wheels.

    source: Opel

    Development in its final stages at the Nürburgring

    The project is entering its final stages. Opel has confirmed that the Corsa GSE is currently undergoing final tuning at the Nürburgring. At 20.8 kilometres long, with 170 bends and an elevation change of over 300 metres, the circuit is considered one of the most demanding in the world. This test at the German circuit is therefore one of the key stages in the development process.

    And the brand with the lightning bolt isn’t the only one to use the track. In fact, every year, nearly 3,000 vehicles are tested there, covering an estimated total of over 500,000 kilometres. Under these conditions, manufacturers can simultaneously validate chassis behaviour, braking performance and thermal management – a particularly critical aspect for high-performance electric vehicles.

    In the case of the Corsa GSE, engineers are focusing in particular on steering calibration, chassis tuning and dynamic handling. Battery management under heavy use is also one of the key areas of this development phase. As Marcus Lott, a member of Opel’s Executive Board, explains:

    • “Our aim is to enable everyone to enjoy the performance of a fully electric sports hatchback and a dynamic driving experience. That is precisely why we went to the Nürburgring to fine-tune the final settings.”

    A model expected at the 2026 Paris Motor Show

    This development phase forms part of a broader timeline. Opel has very recently confirmed its return to the 2026 Paris Motor Show, where the Corsa GSE is expected to take centre stage alongside its sister model, the Mokka.

    Having exhibited at the world’s leading trade fairs, this Paris event will give the brand the opportunity to showcase this exciting and environmentally conscious new range in person.

    source: Opel

    An electric strategy that’s all about enjoyment too

    With the Corsa GSE, Opel is continuing its transition to electric vehicles, whilst striving to retain an emotional appeal in its models.

    It now remains to be seen how these promises will translate on the road, as development nears completion and the model gradually approaches its production version. They are expected to hit the roads before the end of the year.

  • The new electric models are expected in April 2026.

    The new electric models are expected in April 2026.

    Marceau Nio

    Between the opening of order books, market launches and the first deliveries, several all-electric models are set to hit the European market in April 2026. From compact SUVs to luxury saloons, we’ve rounded up the vehicles that will actually be arriving at dealerships in the coming weeks.

    source: BYD

    Denza Z9 GT: a premium electric estate car from BYD

    The first vehicle to be featured belongs to Denza, the BYD Group’s premium brand. It is set to officially launch the Denza Z9 GT in Europe on 8 April in Paris.

    This model features a format that is still rare in the electric vehicle market: a large estate car measuring 5.18 metres in length, positioned firmly in the premium segment. Its design focuses on a low, flowing silhouette, with taut lines and sophisticated aerodynamics, whilst the interior offers a luxurious, tech-focused environment.

    Technically speaking, the Z9 GT is based on a three-motor architecture delivering up to around 960 horsepower via all-wheel drive. It features a 100 kWh LFP Blade battery and boasts a WLTP range of nearly 600 km. The 800 V architecture enables rapid charging, with the battery going from 10% to 80% in around fifteen minutes. The price is expected to start at around €90,000.

    source: BYD

    Geely E5: a compact SUV coming to France

    Next up is the Geely Group, which is preparing to enter the French market with the Geely E5. Orders are expected to open at the end of April.

    This compact SUV, measuring 4.61 metres in length, is positioned in a particularly competitive segment. It features a modern design with a drag coefficient of 0.269 and a sleek interior that is heavily focused on digital functionality.

    The Chinese brand’s E5 is available with two battery options: 60 kWh or 76 kWh, offering a range of between 440 and 530 km (WLTP). The rear-wheel-drive version produces 218 horsepower, whilst the all-wheel-drive variant delivers over 300 horsepower. The starting price is estimated at around €32,000, making it a competitive offering in this segment, typical of Chinese SUVs.

    source: Geely

    DS No. 7: an electric SUV to strengthen its premium positioning

    Well done, the third vehicle is French. DS Automobiles is launching the all-electric version of its family SUV, the DS N°7, in April.

    Based on the STLA Medium platform, this model features a design that stays true to the brand’s identity, with a sculpted front end, distinctive lighting signatures and an interior focused on comfort and finish. DS is no longer holding back; with the quality of the materials and equipment on offer, the brand is clearly aiming for a premium positioning.

    On the technical side, the vehicle is fitted with a 98 kWh battery and boasts a WLTP range of up to 700 km. The power outputs range from 210 to 350 horsepower, with all-wheel-drive versions available. The 800 V fast-charging system allows the battery to go from 10% to 80% in around 20 minutes. Prices are expected to start at around €55,000.

    source: DS Automobiles

    Volkswagen ID. Polo: start of the pre-launch phase

    Another launch is on the cards, this time from Volkswagen, which is set to unveil the Volkswagen ID. Polo in April, with an official presentation and the opening of pre-orders.

    This electric B-segment model takes its cue from the petrol-powered Polo, featuring a retro-inspired yet modernised design and a streamlined interior centred around floating screens. The aim is to offer an affordable electric city car with a view to becoming, like its predecessor, one of the market leaders.

    Two battery options are expected, with capacities of 45 and 58 kWh, offering a range of around 350 km on the entry-level model. Fast charging is rated at 100 kW, and the target price is reported to be around €25,000. As for the first deliveries, these are scheduled for later this year.

    source: Volkswagen

     

    Kia EV2: first deliveries of a city SUV manufactured in Europe

    Now for a South Korean model: the Kia EV2 goes into production in Slovakia in April, with the first deliveries expected shortly afterwards in Europe.

    This small urban SUV incorporates the brand’s latest design language, featuring a compact silhouette and a front end inspired by the EV3 concept. The interior emphasises simplicity and recycled materials, and features a panoramic screen.

    The model is powered by a 58 kWh battery and boasts a WLTP range of over 400 km, which is impressive for this segment. Fast charging allows the battery to go from 10% to 80% in around 30 minutes. Priced from €30,000, it is manufactured in Europe, making it eligible for the eco-bonus in France.

    source: KIA

    Suzuki e-Vitara: first deliveries of the brand’s first electric model

    Suzuki will begin delivering its Suzuki e-Vitara in France in April, following its European launch in March.

    This compact crossover retains a rugged design, with high ground clearance and a silhouette similar to that of the petrol-powered Vitara. It marks a significant milestone for the manufacturer, which is launching its first fully electric model.

    Two battery options are available, with capacities of 49 and 61 kWh, offering a range of between 320 and 450 km (WLTP). The engines range from 140 to 180 horsepower, with all-wheel drive available as an option. The starting price is estimated at around €28,000.

    source: Suzuki

    Volvo EX60 Cross Country: deliveries begin

    Finally, Volvo Cars is continuing to roll out its electric range with the first deliveries of the Volvo EX60 Cross Country in April.

    This Cross Country variant retains Volvo’s signature design cues, with a more practical focus. For this model, the ground clearance has been slightly increased, the bodywork incorporates additional protective features, and the overall aim is to broaden the model’s scope of use beyond strictly on-road driving. As the manufacturer puts it: “The Volvo EX60 Cross Country is designed to go off the beaten track”.

    In technical terms, the model produces around 510 horsepower and is powered by a 95 kWh battery, with a claimed range of around 640 km (WLTP). Fast charging can reach up to 400 kW. Prices start from €72,500.

    source: Volvo

    Several sectors affected

    All in all, April 2026 is notable above all for the simultaneous launch of models across a wide range of segments, from city cars to luxury vehicles.

    Between the start of pre-orders, market launches and the first deliveries, these models will gradually appear on the European market over the coming weeks, with a wide range of options in terms of price, range and features.