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The Brussels Motor Show is gearing up for another edition that promises to be more intense, popular and strategic than ever. From 9 to 18 January 2026, Brussels Expo will open the doors to its 102ᵉ edition of the Brussels Motor Show, a not-to-be-missed event which, after reconnecting with its public last year, confirms its place as Europe’s leading motor show of the year for manufacturers, enthusiasts and mobility professionals.

A historic show that spans the ages

Founded over a century ago, the Brussels Motor Show is one of the oldest motor shows still operating in Europe. Long an eagerly-awaited annual event for the entire industry, it has been plagued by complications in recent years, including the cancellation of the 2024 edition for reasons of market expectations.

But with a comeback scheduled for 2025, the event has established itself as a key fixture in the automotive calendar, attracting an average of over 300,000 visitors and becoming a key observatory of changes in the sector.

102nd edition: ambitions and world firsts

The 2026 version of the show is no half-measure. No fewer than 64 car brands will be present, one more than the previous year, covering almost 95% of the Belgian market.

The 2026 edition will occupy a total surface area of around 60,000 m², spread over halls 5, 6, 7, 9, 11, the Patio and the new Hall Astrid, recently integrated to meet the growing demand from exhibitors.

What’s even more remarkable is that the show already boasts a packed programme of revelations, with 39 premieres announced (worldwide, European and Belgian). Among the most eagerly awaited models will be the world premiere of the Kia EV2, an SUV, while Hyundai will unveil its largest EV, featuring 800 V recharging technology. Opel will be showcasing the new Astra and Astra Sports Tourer, as well as the Grandland Electric AWD. In France, Peugeot will be presenting the new 408 and the E-208 GTi electric version, confirming the market’s appetite for compact and sporty electrified models.

This diversity underlines the extent of the sector’s transformation: electrification, compact SUVs and innovative technologies will be the focus of attention, and the show is shaping up to be the ideal place to observe the mobility of tomorrow.

Motorbikes and mobility: a broader, more open edition

Another strong sign of the show’s evolution is the return of motorbikes, for the first time since 2020. A total of 28 motorised two-wheeler brands will be exhibiting in a dedicated area of hall 9, bringing together motorcyclists, enthusiasts and the curious to discuss the latest technical, electric and combustion developments in the segment.

This development broadens the scope of the event well beyond the traditional automotive sector and reflects a more comprehensive vision of mobility, where cars, motorbikes and alternative forms of mobility coexist to present visitors with the state of the art in motorised mobility.

Car of the Year and entertainment: a complete experience

On 9 January, the Car of the Year ceremony took place, electing the European Car of the Year, a highlight that attracts the attention of the media and enthusiasts every year. This year, it was the Mercedes-Benz CLA that took the coveted title of Car of the Year 2026. The German brand’s model succeeds the Renault 5 E-Tech (2025) and the Renault Scenic E-Tech (2024).

But the show isn’t just about exhibiting cars: a series of fun, entertaining and educational events are planned for all audiences. Driving simulators, children’s areas, interactive zones, meetings with automotive influencers and technical presentations complete the exhibition offer.

A strategic event for electromobility

For all those involved in electromobility – manufacturers, equipment suppliers, recharging infrastructure providers and political decision-makers – the Brussels show has become a major observatory. It provides a unique venue for presenting new electric solutions, discussing infrastructure challenges, recharging standards and energy transition strategies.

The presence of a large number of EV, hybrid and electric concept cars is also an indication of the Belgian and European public’s appetite for these technologies, as well as the commitment of manufacturers to the electric sector.

From Belgian trade fair to European mobility event

Now in its 102th year, the Brussels Motor Show has established itself as more than just a car show. It has become a strategic space where market trends, technological innovations and consumer expectations meet.

With a programme packed with world premieres, a variety of events, the return of the motorbikes, and almost exhaustive coverage of the car and two-wheeler sectors, the 2026 edition promises to be a benchmark for the automotive year that is just beginning.

After more than a decade of almost total exemption, electric vehicles (EVs) will now have to pay the Congestion Charge when travelling in London city centre, a measure that came into force on 2 January 2026.

Until now, the Cleaner Vehicle Discount allowed electric cars to be exempted from the daily payment of this tax, which was introduced in 2003 to reduce congestion on London’s arterial roads. This exceptional scheme has been abolished, putting an end to one of the major incentives for EV users in urban areas.

Revised pricing

In concrete terms, the new pricing structure marks a clear break with the previous system. Electric cars will no longer be able to travel free of charge in the English capital’s city centre; they will now have to pay £13.50 per day provided they are registered with the Auto Pay scheme, which corresponds to a 25% reduction on the standard rate. Drivers of electric vans and light commercial vehicles benefit from an extra effort, with the cost reduced to £9 per day via the same automated system. On the other hand, for all vehicles, whether internal combustion or electric, not registered with Auto Pay, the charge is now £18 per day, compared with £15 previously.

These rates apply during the Congestion Charge’s normal opening hours, from 7am to 6pm on weekdays, and from 12pm to 6pm on weekends and public holidays, bearing in mind that the measure is designed above all to regulate traffic flows at the busiest times. This is the first increase since 2020.

Why the change now?

The London authorities, led by Mayor Sadiq Khan, believe that the total exemption for EVs is no longer compatible with traffic regulation objectives. “Without this change, an additional 2,200 vehicles would enter the defined zone every day”.

For Transport for London (TfL), the objective is clear: to modernise a system that has become less efficient in the face of traffic growth and the increasing use of electric vehicles, which are now so numerous that they are also having an impact on congestion in the city centre. Traffic jams cost London businesses nearly £3.85 billion every year.

A clear message to electric motorists… but not only

This strategic shift is not just about taxation: it is also about refocusing policy on urban traffic management, and not just on reducing local emissions. While it’s true that EVs don’t pollute when they’re in use, which is good for the climate and good for society, they still have an impact on traffic density, public space and the flow of traffic, which TfL believes London can no longer ignore.

Again according to TfL, the number of electric vehicles registered in London has risen from around 20,000 in 2019 to more than 116,000 in 2025. This growth means that EVs now account for almost 20% of all vehicles entering the congestion zone every day. In other words, of the 90,000 or so vehicles passing through the zone every day, around 1 in 5 is an electric vehicle.

For drivers, this means an increase in the cost of using an EV in the city centre, even if the Auto Pay discount partially mitigates this increase. On a positive note, however, current residents of the zone who have been benefiting from significant discounts will continue to keep them, but new applications after March 2027 will be conditional on owning an EV.

Beyond that, the social dimension of this reform is largely ignored. Who can still afford to pay £13.50 or £18 a day to drive around central London? For many residents or workers dependent on their electric vehicle, this measure risks widening the divide between those who have the means or alternatives to do without their car and those for whom no efficient public transport is available: this is an issue of urban equity that the city seems to have overlooked.

The impact on urban electromobility

This London reform goes far beyond the tax issue alone. It illustrates a fundamental change observed in many cities, where electric vehicles are no longer approached solely from the point of view of emissions, but are integrated into more comprehensive mobility policies. Energy transition, flow management, the use of public space and the efficiency of urban travel are now intertwined in a single approach.

London’s decision is a reminder that while electric vehicles reduce local carbon footprints, they do not eliminate congestion or pressure on urban space. From now on, it is not just emissions that dictate taxation choices, but the overall impact of the vehicle on the fluidity and organisation of the city.

At CES 2026 in Las Vegas, the electric two-wheeler segment was marked by an announcement from Finland. Hyvinkää-based start-up Verge Motorcycles presented a major evolution of its TS Pro, now equipped with a solid electrolyte battery developed in partnership with Donut Lab. A technological advance that the brand claims to be a world first for a production motorbike, but which has yet to be validated by independent testing.

From technological promise to industrial ambition

From the outset, Verge has built its business around a radical concept: rethinking the very architecture of the electric motorbike. A few years after introducing its hubless motor integrated into the rear wheel, the brand is taking a new step forward with this TS Pro Solid-State, presented not just as a concept, but as a production version, with the first deliveries scheduled for mid-2026, according to the manufacturer.

Verge claims that it wants to be the first manufacturer to offer a production-approved motorbike equipped with an all-solid battery. It’s a strong claim, echoed at CES, but at this stage it’s based solely on statements from the manufacturer and its technology partner.

Architecture faithful to the Verge DNA

Visually, the TS Pro Solid-State remains true to the futuristic aesthetic of the Verge range. On the CES stand, it featured a hubless rear wheel, a sculptural frame, extensive use of carbon fibre and an aggressive stance reminiscent of a sports bike.

The batteries, dubbed the ‘Donut Battery’, are integrated directly into the structure of the motorbike. Each module has a capacity of around 5 kWh, enabling Verge to offer different energy configurations depending on use.

Impressive figures

The main innovation lies in the adoption of solid electrolyte batteries, which Donut Lab presents as ready for large-scale industrial application. According to the data provided by the two protagonists, this technology will enable :

• a claimed energy density of around 400 Wh/kg,
• a range of up to 600 km with the highest capacity battery configuration,
• ultra-fast charging, with up to 300 km of range recovered in around ten minutes from a fast charging point.

In terms of powertrains, the TS Pro Solid-State retains the electric motor integrated into the rear wheel, claimed to deliver up to 200 kW (around 270 bhp) and instant torque of 1,000 Nm. The manufacturer claims a 0 to 100 km/h time of around 3.5 seconds.

These are impressive figures, but they should be regarded as manufacturer data, awaiting validation by independent tests.

A clear ambition for top-of-the-range electrics

With this TS Pro Solid-State, Verge is clearly demonstrating its objective: to establish itself as a global benchmark for premium electric motorbikes. The partnership with Donut Lab brings additional technological credibility to a project long considered experimental.

If the announced performances are confirmed by the first independent tests, this motorbike, expected in the first quarter of 2026, could send a strong signal to established manufacturers, both European and Japanese.

Year after year, BYD confirms that its French strategy is no longer a gamble. In 2025, the Chinese manufacturer of new energy vehicles (NEVs) registered 14,311 vehicles in France, representing growth of 145.3% compared with 2024, in a car market that was nevertheless down by almost 5%. Behind these figures lies a reality: BYD has above all offered a credible hybrid alternative to motorists who are still hesitant.

SEAL U DM-i: the game-changing PHEV

The year 2025 saw the BYD SEAL U DM-i become the brand’s real powerhouse. This Chinese SUV was BYD’s best-selling model in France in 2025, with 6,058 registrations, up 194.5% year-on-year. In December, it even became the best-selling PHEV in France, with 1,797 units, giving BYD a 1.5% market share.

This success can be explained by the positioning of DM-i Super Hybrid technology: a predominantly electric drive for everyday use, coupled with a combustion engine for long journeys, with a combined range of up to 1,505 km. It’s a pragmatic response to fears about range, which are still widespread in France.

A well-established electric range

In addition to the SEAL U DM-i, BYD has a complete and coherent electric range. In 2025, the brand’s podium will reflect this growing power:

• BYD SEAL (electric saloon): 1,835 registrations (+70.4%)
• BYD SEALION 7 (electric SUV): 1,811 units
• BYD DOLPHIN: 1,108 registrations
• BYD DOLPHIN SURF: 1,049 units

The latter, an affordable electric city car, marked the year with its World Urban Car of the Year title, its 5-star Euro NCAP rating and a starting price of €19,990, confirming BYD’s strategy of making electromobility accessible without compromising on technology or safety.

2025: a pivotal year for BYD France

Last year also saw the arrival of a number of ground-breaking new models from the Chinese brand. The ATTO 2, an urban SUV with city-friendly dimensions, available in electric and DM Super Hybrid versions, the SEAL 6 DM-i and SEAL 6 DM-i Touring, saloon and estate cars with a range of up to 1,505 km, and the SEALION 5 DM-i, a family SUV with a combined range of 1,016 km, all saw the light of day in 2025.

At the same time, BYD is continuing to expand its network, reaching almost 90 sales outlets by the end of 2025, with a clear target of 200 dealerships by 2026.

2026: Upmarket and technological acceleration

And the year ahead will see BYD do even more. In 2026, the premium DENZA brand will be launched in France, spearheaded by the Z9GT, developed specifically for the European market. Added to this is the roll-out of the Flash Charging network, capable of reaching 1,000 kW and recovering up to 400 km of range in 5 minutes.

“In just one year, we have almost trebled our sales in France and recorded almost 4,000 orders in December alone,” points out Dorothée Bonassies, Managing Director of BYD France. “A solid base from which to continue our development.

Hybrids as a gateway to electric vehicles

As the first carmaker in the world to abandon pure combustion engines, BYD is capitalising on its Blade batteries, e-Platform 3.0 and DM-i technologies to establish itself in a French market that is still in transition. By 2025, the brand has demonstrated that plug-in hybrids can accelerate electromobility.

As the French automotive market continues its transition to electrification, OMODA & JAECOO, a subsidiary of the Chinese Chery group, have chosen to deploy a dense, structured network to support the commercial launch as effectively as possible. From spring 2026, 74 dealerships and approved repairers will be operational in France, with a clear ambition of 130 sales outlets by the end of the year.

A highly developed national network

OMODA & JAECOO have already made their mark throughout France. From major cities to strategic regional areas, everyone in France will have a brand new dealership nearby. For example, major French cities such as Paris, Lyon, Marseille, Lille, Toulouse, Bordeaux and Nantes will be set up alongside intermediate towns such as Bayonne, Niort, Quimper, Rodez and Mâcon, reflecting a clear determination to leave no territory behind.

Significantly, the network also includes the French overseas territories, with dealerships planned for Guadeloupe, Martinique, French Guiana and La Réunion – a rare choice for a brand in its launch phase.

The stated aim is clear: to guarantee, in the long term, a point of service within 45 minutes of each customer’s home.

Standardised dealerships focused on the customer experience

According to the Chinese brand’s press release, each point of sale will comply with uniform standards, with immersive showrooms of at least 200 m² and dedicated after-sales workshops. For the group, this is an approach designed to ensure a “consistent experience”, wherever the purchase is made, and to reassure customers who are still sometimes wary of new entrants.

“Our priority is to guarantee real proximity to our French customers, throughout the country. We’re not just looking for a geographical presence, but a relevant service”, says Antoine Roussel, OMODA & JAECOO France Sales and Network Development Director.

Well-identified distribution groups

According to the press release, the strength of this XXL roll-out in France will lie in the quality of the partners selected. OMODA & JAECOO are relying on distribution groups that are already well established, often multi-site and experienced, such as Autobernard, Deffeuille, DMD, Elypse, Faurie, Grim, Hecquet, Lempereur, LG, Loret, Nedey, Passion, Péricaud, PLD, Polmar, Porte Dauphine, Vauban, Rousseau, Scala Auto and Thivolle.

These are well-known names on the French automotive scene, guaranteeing stability, expertise and mastery of the aftersales market, particularly in business sales.

And on the financing side, to secure the launch, the brand has also entered into a partnership with CGI Finance, which is responsible for financing distributor stocks.

A 100% electrified range designed for Europe

In terms of products, OMODA & JAECOO are focusing on a fully electrified range, developed specifically for European use. OMODA’s crossovers offer comfort and technology, while JAECOO’s SUVs are more robust and versatile, equally at home in urban environments or off the beaten track.

Advanced driver assistance technologies, next-generation connectivity and a strong design are the pillars of this product offensive.

“The French market is a benchmark for high standards and innovation. We are convinced that our technological approach, our quality standards and our network will bring new value to French motorists”, explains Hanbang Yu, Managing Director of Chery France.

A long-awaited launch in spring 2026

The first dealerships are due to open in spring 2026, marking the official start of sales in France. With a target of 130 sales outlets by the end of 2026, OMODA & JAECOO aim to establish themselves rapidly as a credible new player on the French electrified car scene, focusing as much on the product as on the service.

At CES 2026 in Las Vegas, one of the most unexpected stands was not that of a traditional car manufacturer… but that of a Chinese manufacturer of hoovers and household robots: Dreame Technology. The group, known for its top-of-the-range household appliances, unveiled the Dreame Nebula Next 01, an ultra-vitamined electric concept car that is already causing a stir.

A chaotic start and designer revenge

The Next 01 adventure began in 2025, when Dreame announced its intention to create “the fastest car in the world”. At first, some people thought it was a PR stunt or a joke. But car enthusiasts were not at all convinced. Indeed, the first concept drawings circulating online bore an uncanny resemblance to a revisited Bugatti Chiron, leading to the brand being mocked and accused of shamelessly copying the iconic Molsheim design.

This bad patch is now a thing of the past. On the stand at CES 2026, Dreame showed a vehicle with a more assertive and original style: ultra-low lines, tapered headlamps, a metallic green body enhanced by large carbon fibre surfaces, a fixed rear spoiler and a double-stage rear diffuser, giving it the aggressive look of a true hypercar.

A specification sheet that turns heads

Although the Nebula Next 01 remains a concept car, the data published by Dreame are already spectacular. Four individual electric motors are integrated to produce a combined power of up to 1,399 kW, or just under 1,900 horsepower. All this means that Dreame’s technological jewel can reach 100 km/h in just 1.8 lunar seconds.

For the moment, no official figures for maximum speed or range have been released, and the interior has not been revealed. Dreame repeats that this is a concept, but that the technology could serve as the basis for future models destined for the market as early as 2027. So we’ll have to be patient.

World-class performance

Although these figures are theoretical at this stage, they place the Nebula Next 01 squarely in the category of the most extreme electric hypercars:

• The Xiaomi SU7 Ultra boasts a 0-100 km/h time of just 1.98 seconds and a claimed power output of over 1,350 kW.
• The BYD Yangwang U9, already a Chinese electric legend, holds speed records and often exceeds 1,300 bhp. To date, the world speed benchmark remains the record set by the U9 of over 490 km/h on the racetrack.
• Today, the Rimac Nevera remains the absolute benchmark among production electric vehicles, with 1,914 bhp, a 0 to 100 km/h time of 1.81 seconds and a top speed of over 412 km/h, setting numerous official records and serving as a benchmark for the industry.

On paper, this puts Dreame ahead of the Xiaomi SU7 Ultra and in the same league as the Yangwang U9 and Rimac Nevera.

Looking to Europe

Dreame’s ambitions don’t end with a spectacular appearance at CES. According to several specialist media, the brand has expressed its desire to target the European market, with plans for a factory in Europe, particularly in Germany, and significant investment to establish its Dreame Cars / Kosmera subsidiary on the Old Continent.

If these plans come to fruition, the Nebula Next 01 would not only be an impressive concept, but could become a symbol of the rise of Chinese technology in the ultra-premium segment, a sector long dominated by incumbent European manufacturers. It remains to be seen whether this paper performance will one day translate onto the road, but at CES 2026, the automotive world took note.

Isuzu, the century-old Japanese manufacturer best known for its robust commercial vehicles and heavy goods vehicles, is preparing to take a major step towards electrification. With 2026 shaping up to be a pivotal year, the company is rolling out an ambitious roadmap combining electric pick-ups, hydrogen buses and new EV development infrastructures, all in line with its low-carbon industrial strategy.

From internal combustion to electric: the D-Max EV leads the way

The first concrete milestone in this transformation is the arrival of the Isuzu D-Max EV, the 100% electric version of the famous D-Max pickup. Presented exclusively at the Commercial Vehicle Show 2025 in Birmingham, this model represents Isuzu’s first real entry into the production electric pickup segment.

Based on the proven and efficient D-Max chassis, the EV retains the robust attributes for which the D-Max is renowned, while adopting a 140 kW (190 hp) electric powertrain and 325 Nm of torque. It boasts a WLTP range of 263 km and a towing capacity of 3,500 kg, with a payload of one tonne, making it an operational, clean and uncompromising professional vehicle.

Production of this pickup began in 2025. While the first deliveries were expected from the end of last year for certain European markets, increased availability will not be operational until 2026.

Hydrogen-powered buses: Isuzu x Toyota, a strategic partnership

In another dimension of zero-emission mobility, Isuzu has been working for several years with Toyota and Hino Motors via the J-Bus joint venture to develop alternative solutions to battery-powered electric vehicles.

At the end of September 2025, Isuzu and Toyota announced the series launch of the new ERGA FCV fuel cell bus, based on the flat-floor electric bus platform already designed by Isuzu and produced by J-Bus. Production is scheduled to start in April 2026 at the J-Bus site in Utsunomiya, Japan.

This vehicle combines the EV platform of the existing electric version with a hydrogen system developed by Toyota, maintaining a flat floor while guaranteeing zero emissions.

This collaboration illustrates the desire of both manufacturers to multiply the routes to carbon neutrality, with hydrogen as a complement to a BEV range that has become traditional.

New EV infrastructure: Fujisawa, innovation at the heart of Isuzu

In addition to this drastic transition towards the intense electrification of its fleets, Isuzu is also working on its engineering and testing capabilities. Indeed, for the brand, 2026 is the year in which the Fujisawa site, dedicated to electric vehicles, will be extended and modernised.

The aim of the centre will be to accelerate the development of future EV systems, integrate software and hardware innovations, and strengthen in-house expertise on next-generation electrical architectures, preparing Isuzu for a broader EV offering by 2030.

A look back at 5 to 10 years of electrification at Isuzu

While 2026 marks a pivotal year for Isuzu, this turning point was not born yesterday. The Japanese brand’s progress in electromobility goes back several years, following a cautious but structured logic.

It all began in the first half of the 2010s with the exploration of lightweight hybrid and electrified solutions, aimed at reducing emissions from commercial vehicles and preparing fleets for increasingly stringent environmental standards.

The first real realization comes with the ERGA EV, a flat-floor city bus to be launched around 2024. This model symbolises Isuzu’s entry into the world of urban BEV buses. At the same time, the brand is developing an electric version of its emblematic N-Series, a light truck designed for commercial fleets.

Then comes 2026, with the mass production of the D-Max EV, Isuzu’s first mass-produced electric pickup, the production of its FCV buses, developed in collaboration with Toyota and J-Bus, and the expansion of the Fujisawa site.

This development is part of the ISUZU Transformation (IX) programme, which has set an ambitious target of integrating carbon-neutral vehicles in all categories by 2030, with a portfolio combining BEVs, FCVs and hybrids.

2026 appears to be the year when Isuzu moves from experimentation to a tangible, operational roadmap: a first robust electric pickup, hydrogen buses ready for series production, and a new generation of R&D infrastructures to support the brand’s next phase of transformation. It’s an electrified renaissance for a Japanese giant, and one that could well reshape the shape of business mobility in the years to come.

Stellantis has announced a major strategic change in its industrial organisation: the future replacement for the Citroën C4, currently produced at Madrid-Villaverde, will be assembled at the Kénitra plant in Morocco. This decision reflects the growing importance of the Moroccan site within the Group’s global ecosystem, and illustrates a rationale for optimising production costs while consolidating Stellantis’ offering in the popular compact SUV segments.

Kénitra: a factory reinventing itself as a major industrial hub

The Stellantis plant in Kénitra, inaugurated in 2019, reached a new milestone in July 2025 with the inauguration of its extension, in the presence of the Moroccan authorities. This major project is part of an industrial partnership initiated in 2016 between the Kingdom and Stellantis.

Key figures and industrial scope

The extension will double the site’s production capacity from 200,000 to 400,000 vehicles a year, bringing it to 535,000 units a year across all categories (including electric micromobility).

The total investment amounts to 1.2 billion euros, a significant part of which is dedicated to developing local suppliers, thereby strengthening the national industrial base.

The gradual ramp-up aims to achieve a local integration rate of 75% by 2030, a strong indicator of skills transfer and local value creation.

The expansion is expected to generate more than 3,100 additional direct jobs, on top of the thousands already on site.

More broadly, the expansion of Kénitra is helping to position Morocco as a competitive automotive hub on a continental and global scale, with a total annual production capacity (all sites combined) of over one million vehicles by 2030. Ryad Mezzour, Minister of Industry and Trade, who was present at the inauguration last July, had this to say about the extension of the Kénitra plant: “This is a historic day for the Kingdom. This complex is now one of the most efficient in the world, and we are proud of what is being achieved in Morocco”.

From 2025 to 2026: what’s been done and what’s on the way

Since its inauguration last summer, the extension has already seen a number of industrial projects implemented at the Kénitra site come to fruition:

Increased production of electric micromobility. Models such as the Citroën Ami, Opel Rocks-e and Fiat Topolino are now being produced on a larger scale, with capacity almost trebling to around 70,000 units a year.

Light three-wheeled electric vehicles: a new production line dedicated to these vehicles, designed by the Moroccan technical centre Stellantis (ATC), started up in July 2025, with around 65,000 units planned annually.

Production of electric charging stations. The Kenitra line now includes the manufacture of charging stations, with a projected annual capacity of 204,000 units, consolidating the site’s role in the electric mobility ecosystem.

Hybrid engine assembly (MHEV): a new generation of Mild Hybrid engines began to be assembled in May 2025, and Stellantis plans to add a machining phase from November 2026.

What happens in 2026 and beyond

Launch of new vehicles on the Smart Car platform in February 2026: this step is essential for the large-scale production of future Stellantis models, in particular the C4’s replacement, which will benefit from this modular architecture. It will be taller and bolder than the current model, 70% inspired by the OLI concept unveiled in 2022, and will compete with the Dacia Duster, which is the leader in the affordable SUV segment in Morocco and Europe.

Growing production capacity: thanks to the Smart Car platform, the site will be able to produce up to 400,000 passenger cars a year, reinforcing its strategic role within the Group.

Strengthening the local ecosystem: the increase in local integration should attract more automotive-related suppliers and services, creating a knock-on effect for the entire Moroccan industrial fabric.

A site at the heart of the Stellantis strategy and electromobility

The development of the Kénitra site is more than just an assembly plant: it is part of a global industrial strategy combining the production of alternative energy vehicles, hybrid engines, recharging solutions and electric mobility devices.

The planned transfer of production of the future Citroën C4 illustrates the extent to which Morocco has become a centre of industrial attraction, capable of supporting large volumes while contributing to the Group’s competitiveness in European and African markets.

CES 2026, which opened on Sunday 4 January, has once again transformed Las Vegas into the world capital of technological innovation. But above all, this year’s show confirms a trend that is now impossible to ignore: electromobility is an integral part of the show. This year, the focus is more on AI and autonomous driving than on the new EVs themselves.

Created in 1967 in New York, CES was originally a B2B show dedicated to consumer electronics. Almost 60 years later, it brings together more than 4,000 exhibitors and nearly 200,000 professionals, generating several billion dollars in contracts. Above all, it has established itself as a barometer of major technological revolutions, from the video recorder to the smartphone, right up to this 2026 edition where electric vehicles, batteries and software-defined vehicles are emerging as major players.

Monday 5 January: electric hardware comes into line

Right from the start of the press days, Valeo took a stand with its integrated electric platforms: motors, power electronics and thermal management. Meanwhile, Bosch and Siemens are deploying their heavy artillery for low-carbon transport, in particular highlighting specialised batteries for heavy goods vehicles, ultra-fast recharging infrastructures, and partnerships with Caterpillar. These solutions address the urgent need for logistics fleets that are still finding it difficult to make their fleets greener.

Tuesday 6 January: Autonomous driving takes centre stage

From today, the show enters its spectacular phase. Sony Honda Mobility with AFEELA and Waymo will be showing off their new cutting-edge technological creations: level 4 robotaxis in full-scale demonstration, sensors tested in real-life conditions, virtual drivers confronted with the organised chaos of Las Vegas. At the same time, Nvidia already prepared the ground yesterday with its keynote on AI chips dedicated to autonomous vehicles – the cornerstone that transforms EVs into intelligent platforms.

Wednesday – Friday

The last three days will be crucial. Under the neon lights of the Convention Center, strategic panels will dissect the real battles: dependence on Asian batteries in the face of European and American relocation, the monetisation of OTA updates (software updates sent remotely to the car, as you do with a smartphone), and on-board subscriptions that will transform EVs into recurring services. Various players in the sector, including Siemens, Geely Auto and Doosan Bobcat, among others, will be unveiling their detailed industrial roadmaps. These will be important and interesting days, as they will reveal the players who will be equipping the world’s roads between now and 2027-2030.

BMW will be there, for example, to reintroduce the recent BMW iX3, but it will also be an opportunity for the German brand to give hints about future models due in the coming months, such as the iX1 and the much-anticipated i3.

Chinese start-up Kosmera will be making its world premiere with two ‘new energy’ (probably EV) models: a 1,877bhp hypercar (ultra-light chassis, AR driving AI) and a large Taycan-style saloon. The aim is to get the electric car world talking before the crucial stage of commercialisation.

Honda is also exhibiting at the show developments of its 0 Saloon (an aggressive electric saloon) and 0 SUV concepts, based on EV architecture. These two models are due to go into production in 2026.

Once again this year, CES 2026 confirms that electromobility has definitively moved beyond the conceptual stages and into a structured industrialisation phase, where innovation never stops.