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Access to electric mobility is becoming easier in France thanks to an unprecedented increase in Energy Savings Certificates (EEC). Since 13 February 2026, in partnership with EDF, the Group has been offering up to €6,890 in subsidies for the purchase or long-term leasing of 100% electric vehicles from its brands (Volkswagen, Audi, CUPRA, Škoda and VW Commercial Vehicles). This offensive comes at a time when the ecological bonus will be abolished in July 2025 and replaced by a system based on CEE.

A stronger system for private individuals

Volkswagen Group France announced on 13 February 2025 that it has increased its support for the CEE scheme. The amount of grants for private individuals has been increased to a maximum of €6,890 for households on the lowest incomes, i.e. €1,290 more than in 2025, no less.
The new tiers are now as follows:

• 3,450 for income in excess of €26,300 reference tax income (RFR) per unit
• 4,600 for modest incomes (RTS between €16,301 and €26,300 per part)
• 6,890 for low-income households (income less than or equal to €16,300 per unit)

This aid is automatically applied at the time of purchase or lease, with no additional administrative formalities for the customer at dealerships in the VW Group France network. This simplification will make it easier for the French to buy an EV, as the bureaucratic red tape involved in accessing this public support is regularly criticised.

Strict but consistent eligibility criteria

To qualify for these enhanced CEE incentives, vehicles must meet a number of criteria:

• Eco-score greater than or equal to 60/100: this environmental indicator measures the CO₂ impact of the vehicle’s production and use.
• Catalogue price under €47,000 incl. VAT (excluding options)
• Weight less than or equal to 2.4 tonnes
• Compliance with the Coup de Pouce standard or the European bonus: the latter recognises vehicles whose production and battery cells are manufactured in the European Economic Area.

The European bonus is a central element of the scheme. It enables vehicles assembled in Europe with European batteries, such as the Volkswagen ID.3 and ID.4, the Audi Q4 e-tron or the Škoda Enyaq, produced in Zwickau or Emden and fitted with cells manufactured in Sagunto or Brunswick, to be promoted.

An immediate impact on real prices

The effect of this increased support is immediate and perceptible on the effective price of electric vehicles. Here are a few concrete examples:

A low-income household can therefore reduce the price of a popular electric vehicle by more than 15%, a particularly significant gain at a time when direct public subsidies have been cut.

In addition to support for private individuals, the new enhanced CEE scheme also offers attractive amounts for businesses and local authorities:

• Private vehicles (companies): up to €575
• Light commercial vehicles (fleets of more than 100 vehicles): up to €4,890

A strategic response to the end of the ecological bonus

The increase in EWC bonuses comes at a time when the aid landscape is undergoing radical change. In July 2025, the historic ecological bonus was abolished in France, replaced by a system of bonuses linked to energy saving certificates managed by energy suppliers such as EDF.

Since then, support for the purchase of an electric vehicle has been heavily dependent on the price of CEE certificates, as well as on the eco-score and European origin of the components. This transformation was presented by the French government as a sustainable solution for maintaining support for electric vehicles while keeping public spending under control.

Conclusion

By massively increasing its CEE incentives with EDF, Volkswagen Group France is playing a strategic role in transforming the ecosystem of support for electric mobility in France. The scheme is seen as a response to the abolition of the ecological bonus, while promoting European industrial production and making electric vehicles more affordable for households, businesses and local authorities. It’s a strategy that could serve as a model for other manufacturers in the months to come.

Mercedes-Benz is stepping up its electrification strategy with an ambitious timetable for 2026: a total of 16 new models, including six 100% electric models. These figures come from a graph unveiled during the German brand’s 2025 annual report. Mercedes is expanding its electric range without abandoning hybrids and premium combustion engines.

A massive programme of launches for 2026

According to the illustration revealed by Mercedes-Benz on 12 February 2026, 16 new models will be launched in 2026, divided between 12 electrified vehicles (pure electric and plug-in hybrids) and 4 restylings. The first six 100% electric models are part of a strategy to achieve 50-60% electrified sales in Europe by 2030.

This offensive comes against a backdrop of contrasts for Mercedes: the manufacturer plans to sell 168,800 100% electric vehicles (BEVs) worldwide in 2025, down 9% on 2024, representing just 9 to 10% of its total sales of 1.8 million units worldwide. Moderate growth, held back in particular by competition from China. Mercedes-Benz plans to sell around 250,000 to 300,000 plug-in hybrids (PHEVs) worldwide by 2025, representing 15 to 18% of total passenger car sales.

Six electric models at the heart of the strategy

The first six electric models to be announced are based on the new MMA (Modular Mercedes Architecture) and EVA2 platforms, and all boast ranges in excess of 650km WLTP and compatibility with 800V ultra-fast charging.

The manufacturer categorises its vehicles into three classes: Top-End (S-Class, EQS, G-Class), Core (E-Class, EQE, C-Class, GLC) and Entry (GLA, CLA, etc.).

For the Top-End category, Mercedes has revealed that two new models will be launched in 2026. The first is likely to be the 4-door AMG GT. The other new top-of-the-range model could be the VLS van, a variant of the VLE. As we have seen, 2027 will also bring two more BEVs, one of which is expected to be the SUV version of the 4-door AMG GT.

In the Core segment, what is certain is that 2026 will see the birth of the electric C-Class from the first quarter. Other mid-range Mercedes models could be added, such as a C-Class estate (T-Modell) or a GLC Coupé. A BEV will see the light of day in 2027, probably an electric E-Class, announced earlier by Mercedes director Ola Källenius.

Finally, in the entry-level segment, the main new model expected is the GLA EQ. This would be the fourth and final model based on the Mercedes Modular Architecture (MMA), already used for the CLA, CLA Shooting Brake and new-generation GLB. An A-Class could also make a return to the range, as several specialist media have reported. However, its arrival would not be part of the immediate timetable: it would not be expected before 2028, or even beyond.

A revised strategy to reflect market realities

The 2026 offensive reflects a strategic recalibration for Mercedes-Benz. Initially, the group was aiming for 100% electric sales by 2030. This ambition was revised in 2024 in the face of slower-than-expected take-up. The new roadmap, “Ambition 2039”, now favours a mix: 50 to 60% electric by 2030, with hybrids and premium combustion engines to be maintained beyond that.

This approach will enable Mercedes to meet the expectations of premium customers who are attached to internal combustion engines, while at the same time stepping up the pace of electric vehicles where demand is confirmed and where the brand will have to comply with European requirements, in particular.

This time last year, the brand with the silver three-pointed star unveiled the same calendar for the year ahead. And the least we can say is that the BEV release targets have changed. In the Top-End segment, five BEVs were teased for 2026, but in the end only two. In the Core segment, too, the situation is different, but in the opposite direction: two 100% electric vehicles have been announced, compared with four at present. Only in the Entry segment does the brand not seem to have changed direction. This is a sign that these announcements, particularly for the three BEVs planned for 2027, are subject to change.

History and context of Mercedes electrification

Mercedes-Benz has been involved in electric vehicles since 2010 with the Smart ED, but the real offensive began in 2018 with the EQC, the first model in the EQ range. The range expands in 2021 with the EQA, EQB and EQS, reaching ten EQ models by 2023. By the end of 2025, nearly 370,000 EQ vehicles had been sold.

In 2025, the EQA and EQB combined will account for the majority of electric passenger car sales (~25,000 to 30,000 units estimated), while the EQS will maintain its premium volumes (~12,000 to 15,000 units), with WLTP ranges now between 400 and 750 km depending on the model. Although these figures are significant, with 168,800 BEVs sold worldwide, they still fall short of the initial “100% electric 2030” ambitions, justifying the strategic recalibration in 2024 and the massive offensive in 2026.

With 16 new models planned for 2026, including six 100% electric models in the first half of the year, Mercedes-Benz is confirming its commitment to the transition to electric vehicles, while adopting a pragmatic approach. Far from making a radical switch to all-electricity, the German manufacturer is favouring a balance between technological innovation, market realities and the expectations of premium customers. It is highly likely that the GLA EQ, the electric C-Class, the 4-door AMG GT and the VLE will be presented in the coming months. For the rest, it’s more uncertain, and we’re not immune to another change of strategy from Mercedes.

On 13 February 2026, Prime Minister Sébastien Lecornu unveiled the third Multiannual Energy Programme (PPE3), a strategy setting out France’s energy trajectory for the period 2026-2035. Behind the major balances in the electricity mix and the revival of nuclear power, one focus stands out: the electrification of mobility. This time, electromobility is no longer simply a climate lever, but a structuring pillar of the national strategy.

An energy roadmap that reshapes mobility

Unlike the automotive strategies of the past, the PPE3 is not presented as a stimulus plan based on symbolic figures. Its role lies elsewhere: to programme energy, anticipate usage and ensure that the increase in the use of electricity remains compatible with electricity production, network capacity and actual usage.

The EPP3 fully integrates electric vehicle charging into the “electrification of uses plan”, with several priorities: adapting distribution networks, developing smart charging, gradually integrating vehicle-to-grid (V2G) and securing peak consumption. The decarbonised electricity generation targets, set at between 650 and 693 TWh in 2035, are designed to absorb a significant increase in transport-related demand, estimated at more than 100 TWh per year.

Making electric vehicles the market standard

The PPE3 marks a clear shift: the electric vehicle will become the benchmark for passenger cars and light commercial vehicles. The target is 50% market share for 100% electric vehicles in new sales from 2030, as an intermediate step towards 100% zero-emission sales in 2035, in line with the European framework.

This trajectory guarantees that the supply of carbon-free electricity will be sufficient to support the increase in the number of electric vehicles on the road, estimated at between 7 and 13 million in 2035. At the same time, electromobility should contribute to a massive reduction in fossil fuel consumption, from around 900 TWh in 2023 to 330 TWh in 2035, all sectors combined.

Road transport plays a central role in this shift. The deployment of electric vehicles, combined with biofuels and hydrogen for specific uses, should contribute to the energy sector’s -31% emissions target by 2030. Electric mobility is thus becoming one of the main levers for rapid decarbonisation.

Infrastructure: a clear path to 2035

The EPP3 does not abandon the expansion of infrastructure, but it does specify the actual trajectory. Based on the European AFIR framework and the expected needs of the fleet, it sets a target of around 170,000 public charging points by 2030, rising to almost 200,000 by 2035.

The change in philosophy is clear: the problem is no longer just the number of charging points, but their actual usefulness. The government is focusing on fast and ultra-fast recharging on major roads, collective residential and business recharging, and the reliability of existing infrastructure. The aim is to avoid a proliferation of little-used and expensive charging points.

Boosting sales: the return of targeted support

Without explicitly mentioning a slowdown in the market, the PPE3 recognises that structural levers are now needed to ensure the widespread use of electric vehicles. The government intends to consolidate demand, particularly among low-income households.

This is why the government has confirmed that the social leasing scheme will be maintained. Created in 2024, the scheme was a great success, enabling no fewer than 50,000 households to obtain a new EV for less than €100 a month in just six weeks, with no deposit required. Renewed for a second time on 30 September 2025, the 50,000 opportunities to obtain an EV at a lower cost were also seized, this time in three months. This lasting lever for democratisation, which prevents electromobility from becoming a privilege, has therefore been maintained for 2026.

At the same time, the nature of the financial support is changing. The traditional ecological bonus is gradually being supplemented, or even replaced, by schemes based on energy saving certificates (CEE). Electric vehicles are now seen as energy transition tools in their own right, in the same way as heat pumps or thermal renovation.

Electric commercial vehicles and complementarity with hydrogen

In addition to private vehicles, the PPE3 fully integrates electric commercial vehicles into the trajectory of decarbonisation of transport. Since 2025, companies have no longer benefited from the ecological bonus, but can instead take advantage of a CEE bonus of up to €5,000 for the purchase or long-term leasing, which can be combined with certain regional grants. In addition, there are a number of tax levers: total exemption from TVS, an extra 20% depreciation allowance, and a ceiling on deductible depreciation raised to €30,000 for 100% electric models.

In practice, these vehicles continue to have privileged access to LEZs and city centres, while restrictions are becoming tighter on combustion engines, a criterion that has become a determining factor for business fleets.

What’s more, the Prime Minister’s statement confirms that battery-electric vehicles will be the benchmark for light vehicles, while decarbonised hydrogen and biofuels will be reserved for the uses that are most difficult to electrify. The government is aiming for 4.5 GW of electrolysis by 2030 and 8 GW by 2035.

Industry, sovereignty and a revisable trajectory

The PPE3 is part of a wider industrial strategy: developing gigafactories, structuring the battery industry and securing critical supplies. The aim is to make electromobility an industrial pillar. Its implementation could generate more than 120,000 jobs by 2030, a significant proportion of which will be linked to electric vehicles and associated infrastructure.

Lastly, the EPP3 introduces a review clause in 2027, enabling the trajectory to be adjusted in line with actual changes in usage, the pace of adoption and constraints on the networks.

France is no longer promising an immediate revolution in electric mobility, but a credible electromobility. A transition conceived as a complete system, where infrastructure, vehicles, support, network and industry all move forward at the same pace.

The news has just broken. Dubai’s transport authorities have revealed the locations of the first four stations of the Dubai Loop, an underground transport project developed with The Boring Company. It’s an announcement that puts this network of ultra-fast tunnels firmly on the map, and gives an idea of the scale of an infrastructure that is intended to be as much an economic lever as an urban one.

Four initial stations in the heart of the city

The first access points for the Dubai Loop have been officially announced by the Roads and Transport Authority (RTA). The four inaugural stations will be located at Burj Khalifa, DIFC 2, the Zabeel Dubai Mall car park and ICD Brookfield Place.

A choice that is far from trivial. These sites concentrate tourism, offices, shops and commuter flows. In short, where congestion costs the most in terms of time and productivity. The Dubai Loop targets these high-density areas as a priority.

A tunnel, not a metro

Contrary to what you might think, the Dubai Loop should not be confused with a conventional underground metro. Here, there are no trains, no platforms and no compulsory stops. This is because the system is based on tunnels specifically built to accommodate autonomous electric vehicles, such as Tesla Model Ys. These road infrastructures will not be accessible to the general road network.

So what shape will this new-generation tunnel take? What we do know is that they will be between 3.6 and 3.9 metres in diameter, depending on the section. The first phase will cover 6.4 kilometres, before a gradual extension that could eventually reach 22.5 kilometres. The final network will comprise 19 stations, linking the Dubai World Trade Centre, the DIFC financial district and Business Bay.

So how does it work for users? From one of the stations, users select their destination using an application connected to the Roads and Transport Authority network. They will then be allocated an autonomous electric vehicle. These driverless vehicles will travel in dedicated tunnels, completely independent of surface road traffic. Once engaged, they will travel directly to the destination station, without any intermediate stops, at speeds of up to 160 km/h. The result: journey times estimated at between two and five minutes, compared with thirty to forty minutes on the surface at peak times.

A long-standing project, now a reality

First announced in 2024, then confirmed at the World Governments Summit in 2025, the Dubai Loop is being developed in partnership with the American firm The Boring Company.

The cost of the first phase is estimated at around 565 million dirhams, while the entire project could represent an overall investment of close to two billion dirhams once the entire network has been rolled out. This is a substantial sum, but it is presented as lower than that of equivalent heavy infrastructures, thanks in particular to the absence of expropriations and the minimal impact on the surface area.

A tool against congestion, but also against loss of productivity

As well as being a technological innovation, the Dubai Loop has a clear economic rationale. According to several analyses based on work by the OECD, urban congestion can account for up to 1 to 2% of lost GDP in major cities.

By moving part of the traffic underground, Dubai hopes to recover up to 0.3 to 0.5% of productivity, or billions of dirhams a year. The promise is not just to drive faster, but to make travel predictable, reliable and independent of surface hazards. Of course, underground hazards are not impossible, but with autonomous driving technologies, they can be reduced.

A key component of Dubai’s smart city strategy

The Dubai Loop is fully in line with the emirate’s smart city strategy, which aims to make Dubai a global benchmark for sustainable mobility, artificial intelligence and intelligent infrastructure by 2040.

The system will be based on autonomous electric vehicles, controlled by AI, with on-demand routing and reservations integrated into the RTA’s applications. The stated objective is clear: to achieve 50% autonomous journeys and enhance complementarity with other modes of transport, including soft mobility.

In urban terms, the stakes are just as high. By avoiding the consumption of surface land, Dubai is preserving the value of its central areas, limiting urban fragmentation and completing projects such as The Loop, the 93 km air-conditioned pedestrian and cycle path.

More than transport, a choice of urban model

With the Dubai Loop, the city is betting on invisible, fast and scalable mobility, capable of improving with technology.

The unveiling of the first stations marks a decisive step: the project is moving away from forward-looking rhetoric and moving towards implementation, confirming the Emirate’s desire to treat mobility not as a problem to be managed, but as a competitive advantage to be built.

Cadillac continues to develop the way it makes vehicles with its Elevated Velocity concept car, recently named Best Concept Vehicle of 2026 by EyesOn Design. This vehicle embodies an ambitious vision: to combine luxury, electric performance and versatility, while offering an aesthetic that blends heritage and modernity. It’s a victory that underlines the brand’s ambition to become an ever more ambitious and versatile manufacturer.

The same stylistic heritage, but reinvented

Aesthetically, this concept car is striking for its sculpted, athletic silhouette. Cadillac has taken up the DNA of its V-Series: long bonnet, taut lines, sculpted surfaces, but with a design resolutely geared towards electric power and futuristic luxury.

Elevated Velocity featuresgull-wing doors, a rare and spectacular treatment that reinforces the notion of a visual motoring spectacle. It is equipped with 24-inch wheels that assert its presence and give an impression of performance. Dominic Najafi, Executive Design Director, Global Cadillac, said:

“The Elevated Velocity concept channels Cadillac’s V-Series heritage into an ultra-luxurious, bold 2+2 crossover designed to exhilarate.”

The idea is clear: to give a glimpse of the future styling codes of Cadillac’s top-of-the-range EV models, which will be resolutely different from the competition in Europe and Asia.

A name that says it all

The Elevated Velocity concept fully embraces Cadillac’s ‘Art of Exhilaration’ philosophy, foreshadowing potential design cues for future production models. Its name was not chosen at random: ‘Elevated’ refers to both the elevated position of the occupants and the ride height of the vehicle, while ‘Velocity’ evokes its dynamic on- and off-road capabilities.

This is a concept car, designed to explore the future styling and identity of the V-Series, and not a production vehicle: no official technical data – engine, performance or range – has been released. The concept serves primarily as a creative laboratory, allowing Cadillac to project its vision of electric luxury and performance in future models, while celebrating its V-Series heritage and bold styling.

Cadillac: a historic brand undergoing a major transformation

Elevated Velocity may represent the future of styling, but Cadillac’s overall trajectory is just as remarkable. Founded in 1902, Cadillac has long been the standard-bearer of American luxury. Today, it is transforming itself almost visually: a versatile premium brand, driven by three main themes: electrification, performance and, more unexpectedly, Formula 1!

Electrification as the cornerstone

Cadillac has clearly announced its intention to migrate entirely to electric power, with no specific date set, aligning its investments with a zero-emissions future. This strategy is reflected in vehicles such as :

• LYRIQ-V, a high-performance version of the iconic electric SUV with over 615 bhp.
• OPTIQ-V, a dynamic proposition with over 500 bhp and integrated native fast charging technologies(NACS).

Despite the brand’s status as a benchmark in terms of combustion technology, sales of EVs are on the rise. In fact, almost 40% of Cadillac’s sales in the United States in the third quarter of 2025 were electric vehicles (18,383 EVs out of a total of 46,525 units sold). This is a sign that even the historic manufacturers in a country that is very attached to combustion engines are managing to turn the corner and retain a loyal customer base.

The ambition of a 100% electric portfolio in the long term remains on the table, with no firm date for the complete cessation of combustion engines, underlining a gradual transition adapted to market demand.

The Formula 1 adventure: daring and global visibility

In addition to this electric transformation, Cadillac has taken an even more spectacular step: to enter Formula 1 from 2026 with an official team. This initiative marks a cultural and strategic break: Cadillac is no longer just a manufacturer of luxury cars, it is becoming a motorsport brand.

A team structured to perform

• Cadillac Formula 1 Team will be present on the grid in 2026, supported by General Motors and TWG Motorsports on the technical and operational fronts.
• For the first few seasons, the team will use Ferrari power units, while developing its own engines towards 2028.
• The single-seater’s livery, unveiled during the 2026 Super Bowl, struck a chord with the public with its modern, unifying aesthetic, giving Cadillac immense exposure to a global audience.
• Sergio Pérez (Mexico) and Valtteri Bottas (Finland), two seasoned drivers, represent the team. Together, they bring more than 500 Grand Prix starts and several victories.

This presence in F1 puts Cadillac on a different pedestal: beyond the traditional EV market, the brand is entering the arena of extreme performance, alongside other historic manufacturers. With Elevated Velocity and its electric and sporty strategy, Cadillac is clearly showing that it is reinventing itself while remaining true to its heritage.

This February, British-Chinese manufacturer MG Motor reaffirms its determination to shake up the electric compact segment with its new MG4. The message is simple: more range, more on-board technology and an enhanced interior finish. Where the MG4 made its name with its accessibility, this restyled version clearly moves upmarket to meet the demands of an increasingly demanding clientele in the face of competition pushing for greater range and comfort.

Why the restyling?

Launched at the end of 2022, the MG4 was convincing thanks to its rather competitive price compared with other European electric compacts, its dedicated electric platform and its appreciable range for the category. Since then, it has established itself as an affordable electric compact, selling over 33,000 units in France, including more than 21,000 in 2023 alone – a remarkable achievement in a highly competitive EV market.

At the start of 2026, MG has decided to rethink its flagship model. This restyling is more than just a cosmetic touch-up: it goes hand in hand with a complete overhaul of the range, from the electrical architecture to the on-board technologies, not to mention the ergonomics and on-board experience.

Design and interior

On the outside, the MG4 retains its dynamic profile while incorporating evolutionary touches such as new wheels and a more aerodynamic one-piece spoiler that contributes to the vehicle’s overall efficiency.

It’s inside that the changes are most significant. MG is tackling a crucial point if it is to compete with the more upmarket models: quality. To this end, the MG4 uses the same dashboard as the MG S5, with a more horizontal architecture, improved materials, the return of physical buttons and more intuitive screens. This move upmarket in terms of technology brings the MG4 closer to an experience that we’ve come to expect from premium compacts.

Engines and range: heading for 500+ km

One of the major aspects of this improvement is the increased range of the model compared with its predecessor. Where the previous MG4 mainly offered 51 kWh and 64 kWh batteries, with a maximum range of 400 km WLTP for the best-performing version, the MG4 (2026) abandons small configurations to concentrate on two configurations:

• 64 kWh LFP with 190 bhp and a WLTP range of 452 km, providing a reliable and durable basis for everyday use, 50 km more than the previous generation.
• 77 kWh NMC with 245 bhp and up to 545 km WLTP, propelling the compact car well above the standards of its category and almost 150 km further than the most autonomous version of the previous generation.

This extended-range configuration features a battery that many users have been waiting for since the previous generation, but with improved energy efficiency thanks to optimised thermal management and aerodynamics.

For sports enthusiasts, the XPower version remains in the catalogue, with 435 bhp and 600 Nm, accelerating from 0-100 km/h in 3.8 seconds, compared with 4.2 seconds for the old version, while offering a range of 405 km (an increase of 5 km), while retaining a highly committed driving dynamic.

Charging and on-board technologies

The new MG4 not only improves its range, but also reduces the time it takes to recharge at a DC rapid charging point (10-80%) to around 25 minutes, around 5 minutes less than the previous generation, thanks to a maximum power rating increased to 140-154 kW depending on the version (compared with 120-150 kW previously).

In terms of driving aids, MG has incorporated a new, more fluid camera for the ADAS systems, complemented by the full kit of modern safety aids, whereas the previous generation was limited to a less responsive version of ADAS and a few driving aid functions.

The MG Pilot Custom function, previously absent, now allows drivers to memorise personalised settings according to their preferences, offering comfort and ergonomics never before seen in the range.

A more mature compact for a demanding market

This restyling of the MG4 responds to two market demands: greater range and real interior refinement. Whereas the initial MG4 focused primarily on electric accessibility, the 2026 version now seeks to appeal to a wider customer base thanks to a more comprehensive offering that is better positioned than its European rivals.

The move away from small-battery versions, the increased use of electric power and the enhanced on-board experience are all signs that MG is looking to transcend its image as a good compromise between price and efficiency and become a credible alternative to the more established benchmarks.

Arrival scheduled for March

The MG4 (2026) is expected to hit dealerships at the beginning of March 2026 in the 198 MG Motor France outlets, with the possibility of ordering all the restyled versions now.

In a market where compact electric cars now have to exceed a range of 500 km to be convincing, this development could well revive interest in the model and attract a wider customer base.

In February 2026, Canada took the next step in its transition to electromobility with a series of ambitious announcements from the federal government. Faced with falling sales of electric vehicles after the previous rebate programme ran out, Ottawa recently unveiled a coherent national automotive strategy. This roadmap aims to boost the adoption of EVs while consolidating the Canadian automotive industry.

A national automotive strategy to transform the sector

On 5 February 2026, Prime Minister Mark Carney presented a new national strategy for the automotive industry, designed to position the country as a major player in electric vehicles. The strategy includes a five-year programme of incentives, massive industrial investment and tougher environmental standards. It reflects the desire to structure not only the demand for electric vehicles, but also the entire ecosystem surrounding electromobility.

In this vision, electrified mobility is one of the pillars of a broader industrial transformation that mobilises public funds to stimulate investment, protect jobs and diversify markets.

A stronger recharging network: 8,000 more charging points announced

One of the most concrete aspects of this strategy concerns infrastructure. On February 10, 2026, Ottawa announced an investment of $84.4 million to fund more than 8,000 new public charging stations across the country, as part of the Zero Emission Vehicle Infrastructure Program (ZEVIP).

This deployment comes at a time when the existing fleet of charging stations already exceeds 38,000 units, spread across nearly 14,500 locations across the country. Most of this infrastructure is concentrated in several provinces, including Ontario, Quebec and British Columbia, but the strategy aims to increase the number of charging stations in all regions, including the least well-served rural areas.

Relaunch of incentives: return of the rebate programme

Another central element of the strategy is the relaunch of incentives for the purchase of electric vehicles, which were suspended at the beginning of 2025 when funding for the federal iZEV programme, which was very popular at the time, ran out.

From 16 February 2026, the government plans to reintroduce a system of federal rebates, offering up to $5,000 for the purchase of an eligible 100% electric vehicle and up to $2,500 for a plug-in hybrid. These amounts will gradually decrease until 2030, to keep pace with market developments and ensure a more sustainable transition to electric vehicles.

This relaunch comes against a backdrop of falling EV sales in Canada since the end of incentive support in 2025, which was marked by a significant fall in EV registrations.

A renewed regulatory framework

At the same time, the government has opted to end the minimum sales requirement for electric vehicles in favour of stricter emissions standards for the automotive sector, a move designed to offer manufacturers greater flexibility while steering the market towards a sustainable transition.

This approach reflects a clear strategic philosophy on the part of the Canadian government: to develop electromobility through a combination of ambitious standards, economic incentives and appropriate infrastructure, in order to meet the needs of consumers while supporting the competitiveness of the industry.

A global industrial approach

All these measures are part of a strategy to transform the Canadian automotive industry, affecting demand as much as supply, infrastructure as much as production. The strategy aims not only to boost the adoption of electric vehicles, but also to attract private investment and create jobs in an uncertain global economic environment.

By combining the expansion of terminals, subsidies for purchases, stricter standards and a strategic industrial vision, Canada is seeking to establish a new dynamic from 2026.

On Wednesday 5 February 2026, in Suzhou, China, AutoFlight successfully completed a demonstration that will go down in the history of electric aviation. The Chinese manufacturer presented and flew its V5000 Matrix, a 5-tonne class eVTOL, which is positioned as the largest and most ambitious electric vertical take-off and landing aircraft ever developed.

A complete and successful transition flight

That’s the heart of the story: the V5000 Matrix completed a full transition flight, including vertical take-off, fixed cruise and vertical landing, from specially designed test pads on the ground. In addition to its simple journey, this aerial vehicle flew in parallel with the CarryAll Cargo, another of the manufacturer’s 2-tonne eVTOLs, a fact that proves that these aircraft can operate with other electric aircraft on simultaneous missions.

The flight was not only covered by the local and specialist media, but also recorded on video. The images show a stable, silent and responsive aircraft. The test validated the aerodynamic and distributed propulsion technologies, confirming that the eVTOL can now compete with conventional light aircraft on longer, heavier missions.

Technical features that push back the boundaries

The V5000 Matrix boasts impressive technical specifications. With a wingspan of 20 metres, a length of 17.1 metres and a height of 3.3 metres, it is the largest eVTOL in operation today. Its maximum take-off weight is 5,700 kg, and its 13.9 m³ cabin can accommodate up to ten VIP passengers, as well as carrying up to 1,500 kg of freight.

To get this machine off the ground and into the air, it is powered by 20 fifth-generation lift engines. Range, a key criterion in electromobility, varies from 250 km in pure electric mode to 1,500 km in hybrid mode, offering a very broad spectrum of uses, from urban transport to intercity freight.

The aircraft will be available in two versions: a passenger version with business seats, washbasins and ambient lighting, and a cargo version with a front door adapted for cargo.

Planned roll-out and target markets

Although the V5000 Matrix made its maiden flight on 5 February 2026, it remains a prototype for the time being, and its commercial deployment will depend on further certification. AutoFlight has already committed its lighter aircraft, such as the CarryAll Cargo, to successful certification processes with China’s civil aviation authority.

According to the Chinese eVTOL market, estimated at 9.5 billion yuan in 2026, the first commercial Matrix fleets could appear by 2027-2028, mainly for regional transport, heavy freight and emergency missions, before possible international deployment. The passenger version could also be of interest to the VIP/business segment, offering unprecedented comfort and autonomy.

AutoFlight: the Chinese manufacturer shaking things up

Founded by Tian Yu, AutoFlight has rapidly established itself as a key player in the Chinese eVTOL landscape. The company stands out for its bold vision: not to be satisfied with urban “air taxis” for a few passengers, but to aim for heavy-duty, interurban electric mobility, with unrivalled charging and distance capacities.

CEO and founder Tian Yu sums up this ambition: “Matrix is not only a rising star in the aviation industry, but also an ambitious disruptor of the sector. It will eliminate the perception that eVTOL = short-haul and low-load.”

With the V5000 Matrix, AutoFlight is offering more than just an eVTOL: the company is bringing to market a multi-purpose aerial vehicle capable of carrying heavy loads and passengers over long distances, while remaining 100% electric or hybrid. A prototype that, according to Tian Yu, could well revolutionise the global eVTOL industry.

On Wednesday 5 February 2026, in Suzhou, China, AutoFlight successfully completed a demonstration that will go down in the history of electric aviation. The Chinese manufacturer presented and flew its V5000 Matrix, a 5-tonne class eVTOL, which is positioned as the largest and most ambitious electric vertical take-off and landing aircraft ever developed.

A complete and successful transition flight

That’s the heart of the story: the V5000 Matrix completed a full transition flight, including vertical take-off, fixed cruise and vertical landing, from specially designed test pads on the ground. In addition to its simple journey, this aerial vehicle flew in parallel with the CarryAll Cargo, another of the manufacturer’s 2-tonne eVTOLs, a fact that proves that these aircraft can operate with other electric aircraft on simultaneous missions.

The flight was not only covered by the local and specialist media, but also recorded on video. The images show a stable, silent and responsive aircraft. The test validated the aerodynamic and distributed propulsion technologies, confirming that the eVTOL can now compete with conventional light aircraft on longer, heavier missions.

Technical features that push back the boundaries

The V5000 Matrix boasts impressive technical specifications. With a wingspan of 20 metres, a length of 17.1 metres and a height of 3.3 metres, it is the largest eVTOL in operation today. Its maximum take-off weight is 5,700 kg, and its 13.9 m³ cabin can accommodate up to ten VIP passengers, as well as carrying up to 1,500 kg of freight.

To get this machine off the ground and into the air, it is powered by 20 fifth-generation lift engines. Range, a key criterion in electromobility, varies from 250 km in pure electric mode to 1,500 km in hybrid mode, offering a very broad spectrum of uses, from urban transport to intercity freight.

The aircraft will be available in two versions: a passenger version with business seats, washbasins and ambient lighting, and a cargo version with a front door adapted for cargo.

Planned roll-out and target markets

Although the V5000 Matrix made its maiden flight on 5 February 2026, it remains a prototype for the time being, and its commercial deployment will depend on further certification. AutoFlight has already committed its lighter aircraft, such as the CarryAll Cargo, to successful certification processes with China’s civil aviation authority.

According to the Chinese eVTOL market, estimated at 9.5 billion yuan in 2026, the first commercial Matrix fleets could appear by 2027-2028, mainly for regional transport, heavy freight and emergency missions, before possible international deployment. The passenger version could also be of interest to the VIP/business segment, offering unprecedented comfort and autonomy.

AutoFlight: the Chinese manufacturer shaking things up

Founded by Tian Yu, AutoFlight has rapidly established itself as a key player in the Chinese eVTOL landscape. The company stands out for its bold vision: not to be satisfied with urban “air taxis” for a few passengers, but to aim for heavy-duty, interurban electric mobility, with unrivalled charging and distance capacities.

CEO and founder Tian Yu sums up this ambition: “Matrix is not only a rising star in the aviation industry, but also an ambitious disruptor of the sector. It will eliminate the perception that eVTOL = short-haul and low-load.”

With the V5000 Matrix, AutoFlight is offering more than just an eVTOL: the company is bringing to market a multi-purpose aerial vehicle capable of carrying heavy loads and passengers over long distances, while remaining 100% electric or hybrid. A prototype that, according to Tian Yu, could well revolutionise the global eVTOL industry.