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Public charging for electric vehicles is characterised by a high degree of price opacity and sometimes considerable price differences – of up to 190 per cent – depending on the payment method chosen or the location of the charging point. The CLCV, which has conducted an in-depth two-year investigation into these pricing data across the whole of the country, is calling in particular for greater price transparency and standardised information for customers

A difference of up to 190 per cent depending on the payment method 

Over a two-year period, the CLCV (Consumer Affairs, Housing and Living Environment) studied the tariffs set for more than 200,000 charging points across France. This extensive study shows that the cost of charging at a publicly accessible charging point depends heavily on the method of access and payment used. For example, for the same three-phase AC charge, a motorist may pay as little as €0.36 per kilowatt-hour (kWh) via direct access (known as ‘ad hoc’), whilst some mobility operators charge up to €1.033/kWh. This difference can be as high as 190 per cent.

The consumer protection organisation highlights a kind of ‘price lottery’, in which the choice of access method becomes the determining factor in the amount of the bill. In the Nord region, for example, the average difference is 45 per cent. Two motorists charging at the same charging point at the same time will be charged very differently depending on whether they pay directly by bank card or use a specific operator’s app or badge.

Prices have risen by 30 to 40 per cent in two years

Between 2024 and 2026, some direct-access top-ups saw price rises of up to 30 per cent, whilst certain packages marketed by mobility operators rose by nearly 40 per cent. These increases are linked to infrastructure roll-out: grid connection, roadworks, maintenance, etc. The more players there are in the value chain, the more pricing strategies fluctuate.

Significant inequalities across different regions

Another finding of this study is that price differences appear to be very marked at a local level. Within the same department and for the same charging network, price differences exceed 100 per cent and can reach over 200 per cent between the cheapest and most expensive charging points. Take the Alpes-Maritimes, for example, where prices at 22 kW charging points operated by the same provider range from €0.328 to €1.162 per kWh – a difference of 255 per cent. The same is true in the Hauts-de-Seine department, where rates range from €0.270 to €0.960 per kWh for another network. This exacerbates inequalities in access to affordable charging.

Complex billing for users

Faced with these unpredictable price levels, not only are users clearly at a disadvantage, but the billing methods are also complex, according to the CLCV. Depending on the network, charging may be billed per kWh, per minute or as a flat rate per session. Not to mention additional charges such as connection fees, parking charges or roaming charges. All these factors prevent any meaningful comparison between offers and undermine consumers’ ability to make informed choices.
This contrasts with the fuel market, where prices are legally displayed in a standardised manner, allowing for comparison between petrol stations.

Towards a simplification of the fee structures?

The CLCV is therefore calling on the public authorities and stakeholders in this sector to improve the transparency of public charging prices. The rules on price information must be more harmonised and better enforced, particularly for charging points with a capacity of less than 50 kW, which make up the bulk of the publicly accessible network.

The methods of payment for charging must also remain simple and universally accepted, such as a bank card, to reduce reliance on dedicated apps or badges. The association is also calling for a simplification of pricing structures, with the price per kWh clearly displayed as the main reference point. If necessary, a public charging price monitoring body should be set up to prevent any abuse.

As the vehicle fleet continues to become increasingly electric, transparency and clarity regarding public charging prices are a key challenge in encouraging public uptake and the energy transition.

Faced with declining sales and as the shift to electric vehicles reduces traditional sources of revenue (servicing and mechanical parts), car manufacturers are diversifying their activities. Toyota and Hyundai are investing in robotics, Tesla is focusing on energy storage and artificial intelligence, whilst the Renault Group is expanding its range of support services for public sector organisations and the armed forces. Examples include the Twingo cleveR and the Rafale 4 TROOP, concepts designed for very specific missions

A smart Twingo

A few months ago, the 4L Vision Rescue caused quite a stir on the sidelines of the commercial launch of the R4 E-Tech. Developed in collaboration with the fire service, it served as a technological showcase for Renault, acting as an advanced rescue post to improve the efficiency of emergency response, featuring artificial intelligence and reconnaissance drones. Today, Renault is unveiling the electric Twingo “cleveR insights”, designed for local authorities. This is a city car dedicated to the collection and analysis of urban data, developed with Software République (Atos, Thales, Dassault Systems, STMicroelectronics), a European collaborative ecosystem for safe and sustainable mobility.

Mobile laboratory

Much like the ‘Google Cars’ that map our roads, the Twingo cleveR works in a similar way. Designed as a mobile laboratory, it must be able to identify road surface damage, measure noise and pollution levels, and assess certain environmental indicators such as drought levels. The aim is to provide information to local authorities (town halls, communities of municipalities, metropolitan areas, etc.) and enable them to make faster and more accurate decisions regarding infrastructure management, whilst optimising the service provided to the public.

Special interior

Sensors, cameras and equipment utilising artificial intelligence, augmented vision, predictive analytics and environmental simulation are fitted to the roof and in the boot of this electric Twingo. For example, the vehicle will be able to recognise an unusual pile of rubbish at the side of the road and deduce that it is fly-tipping, and then alert the waste collection services more quickly.

Apart from a row of tech modules mounted on the roof, there is nothing to distinguish this white ‘cleveR insights’ Twingo. The interior is more distinctive: the dashboard and trim are unique, featuring silver accents and a few touches of blue to give the whole a modern feel. This concept is not currently intended for mass production; it is a full-scale demonstrator.

Military: Renault Rafale and Trafic 4 TROOP

Among Renault’s other diversification initiatives, its defence division could see further growth depending on the current geopolitical climate. At the Eurosatory exhibition, dedicated to defence and security, Renault unveiled a project aimed at the armed forces. Specifically, two vehicles from the current range, modified and equipped with cutting-edge technology supplied by Thales (drones, sensors, AI-enhanced tools). The Rafale SUV in a hybrid four-wheel-drive version and the Trafic 4 TROOP utility vehicle, both repainted in ‘matt brown’ camouflage and fitted with all-terrain tyres. The Rafale is presented as a multi-role vehicle tailored to the needs of ground forces. Its headlights are protected by a grille, whilst the Trafic’s cargo area houses reconnaissance drones. Roof racks carry military equipment, transforming them into mobile intervention and surveillance platforms.

Tactical vehicles

These two tactical vehicles are part of the 4 TROOP programme and are designed to assist with decision-making, coordinate operations on the ground, provide logistical support and monitor sensitive areas. Electrifying the Rafale would enable other equipment in the field to be powered via its Vehicle-to-Load (V2L) system. Renault is drawing on its operational platforms and industrial capacity to offer agile solutions that can be deployed rapidly.

With these three concepts, Renault is demonstrating that its expertise extends far beyond the consumer market. From smart mobility to technological solutions for the military, the French manufacturer is exploring new avenues that combine connectivity, data analytics and artificial intelligence.

Diversification: a long-term trend

Given the many technologies being developed alongside the electrification of vehicles, it is therefore no surprise to see Renault seeking to diversify. In the military sector, in Germany, Volkswagen could convert certain underused factories into defence manufacturing sites; the same applies to Mercedes, which has been approached by a German defence contractor to produce specialist vehicles. More broadly, the development of AI, battery, sensor and software technologies will generate revenue outside the automotive sector. With sales declining and the growing presence of Chinese brands in the EV market, there is no doubt that the strategies of traditional manufacturers will evolve significantly in the coming years.

Having recently established itself in France, Genesis, the luxury brand of the Korean Hyundai-Kia Group, has just added a powerful electric sports SUV to its range: the GV60 Magma. It joins the three electric models already in the catalogue for the market launch. Like Lexus (a subsidiary of Toyota), Genesis hopes to compete with premium brands such as Audi, BMW and Tesla. Its involvement in the World Endurance Championship and the 24 Hours of Le Mans supports this ambitious manufacturer’s strategy to expand its market share.

GV60 Magma: 650 hp

It is no coincidence that Genesis is launching a high-performance SUV to coincide with its arrival in France. The premium brand of the Korean Hyundai-Kia group aims to compete with leading premium manufacturers such as BMW, Mercedes and Audi. It is therefore essential to offer a car with character, dynamism and superior performance. The GV60 Magma (Magma being the manufacturer’s sports division) is therefore a 4.52-metre electric SUV based on the same platform as the Hyundai Ioniq 5 N. With two electric motors, an 84 kWh battery and 650 hp delivering 790 Nm of torque, these specifications place it firmly in the category of high-performance SUVs. Performance is impressive: 0 to 100 km/h in 3.4 seconds and a top speed of 264 km/h. It is priced from €86,600, which is €8,000 more than its technical cousin, the Ioniq 5 N.

Standing out from premium brands 

Just as Lexus is to Toyota, Genesis aims to embody the Hyundai-Kia Group’s distinctive premium offering. The Korean strategy focuses on building a long-term brand image, unlike Chinese brands such as Denza (BYD) or Xpeng, which are seeking to expand their network and sell large volumes quickly. Genesis, for example, will initially have just two sales outlets (in Lille and Paris) and will have around 50 service centres by 2028, located near Hyundai dealerships.

Furthermore, Genesis is entering the European market with a range consisting mainly of electric cars, whereas the US market offers around ten petrol and hybrid models. Faced with strict European regulations and customs duties, and whilst Genesis aims to project a technological brand image, the range therefore comprises three fully electric vehicles: two SUVs, the GV60 and GV70, and a large, prestigious G80 saloon.  

A risky strategy

This decision is not without risk. Genesis remains largely unknown to the European public (building a brand image takes time), and there are now many specialist premium car manufacturers – particularly German ones – making the market highly competitive. Nevertheless, the Korean brand has no intention of selling its cars at a loss but is banking on the original design of its models, their level of equipment and superior technology, even though many components are already shared with Hyundai models. For example, the sporty GV60 Magma SUV features the e-ASD (electronic active sound design) system, which reproduces engine sound vibrations similar to those in the Ioniq 5 N. A premium approach that does not simply copy German benchmarks.

Investment in competition

Furthermore, Genesis is investing in motor racing to boost its popularity and brand image. It’s a strategy that appears to be off to a good start, given the results achieved in the World Endurance Championship (WEC) and at the 24 Hours of Le Mans with the Genesis Magma Racing team, where the two hypercars (GMR 001) entered since the start of the season are competing with the top teams. This approach is reminiscent of Audi’s successful foray into endurance racing in the 2000s. As well as the obvious boost to brand awareness, performing well in endurance races lends credibility to a technology and secures a certain prestige in the eyes of the public.

The customer experience: Genesis’s secret weapon

Finally, the Korean brand hopes to win over customers with one key selling point: the ‘Son-nim’ concept, which literally means ‘esteemed guest’. Put simply, Genesis treats its customers as guests, welcoming them with respect and care. A personal assistant accompanies the prospective buyer before and throughout their journey; pricing is designed to be transparent (with little scope for negotiation); the showrooms resemble salons; and personalised test drives are organised with an emphasis on sensory experiences, at the customer’s own pace. This approach to business stems from the Korean culture of welcome and hospitality. These are touches that the French public may appreciate. Experience and service often take precedence in the luxury car sector. It remains to be seen whether this strategy will be enough to prevent the brand from remaining merely a niche player and to position itself as a genuine alternative to premium manufacturers.

A year after the concept car was unveiled, the e-208 GTi has been officially revealed on the sidelines of the 24 Hours of Le Mans. For Peugeot, this car embodies modern electric performance – both dynamic and agile – following in the footsteps of its illustrious predecessor, the 205 GTi. Technically, the e-208 GTi incorporates elements from its Stellantis Group cousins. Peugeot has added an interior ambience, performance and the expertise of the engineers from the team developing the 9X8 for the World Endurance Championship.

e-208 GTi, the successor to a successful sports car

Fittingly, it is at Le Mans, to mark the centenary of its first appearance in the 24 Hours, that Peugeot is unveiling the e-208 GTi. It is never an easy task for a mainstream manufacturer to revamp a car whose commercial success and history have left their mark on so many generations. With the launch of the unexpected 205 GTi in 1984, Peugeot had created one of the most fun cars to drive – light and agile, responsive and accessible – with over 330,000 units produced. Today, it has become a first-rate ‘youngtimer’, sought-after and collected. 

Subsequently, the 206 RC and 207 RC, followed by the 208 GTi, carried on this momentum without achieving the same success or popularity as the original model. To continue the GTi story in 2026, the little lioness must be electrified; it is already the best-performing electric city car on the market.

Outstanding achievements

In line with the group’s strategy, the e-208 GTi therefore features the same technical specifications as its cousins, the Lancia Ypsilon HF and the Abarth 600e. Namely, the M4+ electric motor (manufactured in Tremery, in the Moselle region) which produces 281 hp and 345 Nm of torque. Its power-to-weight ratio is stated as 5.5 kg/hp and its acceleration is the best among Stellantis’ small cars. It goes from 0 to 100 km/h in 5.5 seconds (compared to 5.6 seconds for the Lancia), a remarkable figure. Its top speed is electronically limited to 180 km/h. Is this a consequence of the recently unveiled FastLane 2030 plan? As Peugeot is one of the group’s four major brands, it seems logical to allocate the best specifications to its models.

Developed in collaboration with Peugeot Sport engineers

The development focused primarily on driving pleasure. Peugeot Sport engineers were called upon to optimise the performance of the e-208 GTi. According to Christophe Auriault, the project manager: “The work on the engine’s electronic control draws directly on the expertise gained in motorsport and is transferred from the track to the road. The skills used in developing the e-208 GTi are the same as those employed when working on the 9X8”, i.e. the Peugeot hypercar competing in the World Endurance Championship (WEC). As a result, the little lioness accelerates from 80 to 120 km/h in 3.2 seconds and takes less than 6 seconds to cover 1,000 metres from a standing start.

Furthermore, experience gained from motorsport enables better thermal management of the batteries; the cooling system prevents any loss of power and delivers consistent performance even under demanding conditions. Nipping along winding mountain roads at a brisk pace is the ‘GTi spirit’ that Peugeot wanted to preserve, even in a fully electric model. It remains to be seen how it performs on the road.

Redesigned chassis 

Like the Lancia Ypsilon HF, the Abarth 600e or the Mokka GSE, the Peugeot e-208 GTi is a front-wheel drive with a limited-slip differential, and its 54 kWh battery (51 kWh net) provides a range of 352 km (WLTP) (up to 375 km with low-rolling-resistance tyres). Charging times aren’t the fastest in its class: expect 30 minutes to charge from 20% to 80%, as the maximum permitted power does not exceed 100 kW. Compared to the e-208, the chassis is lowered by 2.5 cm, the track widths are slightly wider and the rear suspension features an anti-roll bar to maintain full stability during fast cornering. Note that regenerative braking is disabled in Sport mode to deliver the driving experience expected of such a sports car.

Cockpit with a sporty feel

Inside, the e-208 GTi features an interior inspired by the legendary 205 GTi, with a sporty ambience dominated by red and black. The exclusive, supportive and comfortable seats strengthen the connection between the driver and the car. The bespoke steering wheel and optimised steering deliver a more direct and dynamic driving experience. The experience is enhanced by a digital GTi interface, customisable ambient lighting and an immersive sound system. The car combines high-end equipment, advanced connected services and practical charging solutions for sustainable everyday use, including a route planner that optimises range and charging. Finally, it features a V2L (vehicle-to-load) function to power external devices.

Starting price over €40,000

Starting price from €42,900 (excluding the eco-bonus), the e-208 GTi costs €500 more than a Lancia Ypsilon HF (which is less prestigious) and €700 more than the Alpine A290 GTS (which has less power: 220 hp). Orders are now open, yet competition in this emerging segment is only just beginning, as we must also factor in the VW ID Polo GTi, the Cupra Raval and the Mini Cooper SE.

Renowned as a technological testing ground for car manufacturers, the Le Mans 24 Hours circuit is hosting the Toyota Racing TR LH2 prototype, which runs directly on liquid hydrogen. Several demonstration laps are being held to mark the start of the famous endurance race. Toyota is thus demonstrating that a hydrogen combustion engine can deliver thrills and performance similar to those of a conventional internal combustion engine, whilst limiting CO2 emissions. Ultimately, Toyota’s strategy is to develop hydrogen technology in motor racing, but above all in industry, heavy goods vehicles and commercial vehicles.

Toyota: a pioneer in hydrogen

It is not yet a category in the World Endurance Championship (WEC), but hydrogen is set to become one of the fuels of the future in motor racing. For several years now, Toyota has established itself as a pioneer in this complex but promising technology. To mark the start of the 24 Hours of Le Mans, Toyota Racing will be putting its TR LH2 prototype (an optimised version of the H2 Racing concept unveiled in 2023) through its paces in front of the public on the Circuit de la Sarthe. At the wheel on Thursday 11 June will be driver Kazuki Nakajima, a three-time winner of the race. This full-scale demonstration thus validates the strategy of the Japanese manufacturer, which is investing heavily in hydrogen as a fuel that does not emit CO2 into the atmosphere.

Ultra-low-temperature liquid hydrogen

The technology developed by Toyota is based on the same chassis as the TR010 Hybrid hypercar that competed in the Le Mans race, except that the TR LH2 Racing prototype uses liquid hydrogen (LH2) stored at very low temperatures and burned in a hydrogen-compatible internal combustion engine, which therefore replaces petrol. It does not, therefore, operate like a fuel cell (where gaseous hydrogen is used to generate electricity to power a motor), as in the Toyota Mirai.

This is therefore a rare innovation in motorsport. Unlike a few projects such as the Alpine Alpenglow, which use hydrogen in its gaseous state, Toyota has managed to inject this fuel directly into an internal combustion engine. The advantage of liquid hydrogen is its higher volumetric energy density compared to compressed gaseous hydrogen. Put simply, this fuel is more compact and can be stored more efficiently in an endurance racing car where space is limited. On the other hand, liquid hydrogen requires complex cryogenic tanks (cooling to very low temperatures) and careful management of evaporation.

In development since 2021

Toyota appears to have found a solution to these technical challenges. The TR LH2 Racing’s laps of the Le Mans circuit should showcase this technology to the public, with particular attention being paid to the engine’s sound and its performance on the track. 

Toyota began developing hydrogen-powered engines in 2021 with the Corolla GR H2 Concept, a passenger car, competing in the Japanese Super Taikyu Championship. A GR Yaris H2 then caused a sensation during demonstration runs on rally tracks. The adaptation for an endurance car dates back to 2023. Will we ever see this technology in official racing? That is certainly the hope of the ACO (Automobile Club de l’Ouest) and the Mission H24 project, which could introduce a hydrogen category to the 2028 Le Mans 24 Hours. With zero CO2 emissions during operation, the hydrogen engine is one of the future solutions for a more sustainable motorsport, and Toyota is the manufacturer furthest ahead in this field. This TR LH2 concept aims to explore low-carbon solutions for motorsport whilst maintaining the passion for the sport.

For industry and heavy goods vehicles 

On an industrial scale, the Japanese giant hopes to produce variants of direct hydrogen combustion for certain machine tools, energy infrastructure, heavy goods vehicles and commercial vehicles. Passenger cars are not yet a priority, given the lack of infrastructure and storage challenges. This will likely take its first steps in motorsport before we see the first mass-production applications in our everyday cars. Toyota is therefore proving bold and ambitious, as its investments are also focused on refuelling infrastructure: moving towards faster and less expensive stations.

The American car manufacturer Dodge, part of Stellantis, has announced the return of the Charger to European markets. As the model celebrates its 60th anniversary, the aim is to win over a new generation of loyal fans with this iconic, high-performance car. To comply with regulations, the Charger Daytona is adopting a multi-energy strategy and will be available with both internal combustion and electric powertrains. A 100% electric muscle car that looks set to boost sales.

The return of an iconic muscle car

Launched in 1966, the Dodge Charger quickly established itself as one of the most iconic symbols of the golden age of American muscle cars, following in the footsteps of the Ford Mustang. With its distinctive fastback silhouette, driver-oriented cockpit and thunderous V8 engine, the Charger has become a symbol of freedom over the years. Its rather brief run in Europe was cut short in the wake of the first oil crisis in 1973. Only a few specialist importers continued to supply customers determined to fulfil the American dream. But at a time when consumer demand is waning, with a certain wait-and-see attitude prevailing and in the face of very aggressive competition from Asia, Stellantis has therefore decided to export this iconic car once again, hoping to capitalise on its popularity and the legend it embodies.

Up to 670 hp 

But Dodge, which has a strong presence in the United States, could not reasonably return to Europe with a combustion engine, which would be burdened from the outset by the environmental penalty (of €80,000). It is therefore the 100% electric Charger that will be showcased, with its styling very much reminiscent of the muscle car with a straight-six engine. 

Measuring 5.25 m in length, nearly 2 m in width, available as a two- or four-door model, and weighing 2.6 tonnes, the Charger Daytona R/T features a 100 kWh battery (94 kWh of which is usable) and delivers 536 hp. Another version, boosted to 670 hp and dubbed the Scat Pack, is billed as the most powerful and fastest muscle car on the market. All electric Dodge Chargers come with two electric motors and all-wheel drive as standard. The Scat Pack’s performance figures promise a 0 to 100 km/h time of 3.3 seconds.

Special high-performance platform

Beyond the design cues that remain true to the Dodge Charger style, the Daytona is built on the new STLA Large modular platform that Stellantis has developed for all the group’s high-performance EVs. A 400V architecture that allows for a combination of high power, different powertrains, and modern technologies. For example, the One-Pedal system or multi-level adjustable regenerative braking. To emphasise the sporty side of this electric Charger Daytona, a ‘boost’ function provides an extra 40 hp for 10 seconds of acceleration, and a ‘drift’ (as well as ‘donut’) mode to make the car slide more easily. Or, when the four-wheel electronic control system ensures the spectacle that is synonymous with American sports cars.

It is worth noting that the R/T petrol version is fitted with an inline six-cylinder engine known as the “Sixpack”, derived from the 420 hp 3.0-litre Hurricane engine, whilst a Scat Pack “SixPack” variant will deliver up to 550 hp.

In Europe to relaunch the Charger 

If Dodge’s muscle car is returning to Europe, it is primarily to revive the model, whose sales have slowed considerably in North America. Fewer than 500 units were sold in the first quarter of 2026; last year, fewer than 8,000 Chargers were sold in the United States and Canada. These figures are far from satisfactory for a car with such a strong legacy in pop culture (films and TV series) and a history in NHRA racing (US drag racing).
Could the arrival of the electric version breathe new life into the range? Even though prices have not yet been announced (likely around €100,000), the Charger Daytona could find its place in the market. In Europe, the car that bills itself as the only American electric sports car has had no real competition since Tesla announced the end of production for the Model S. Sports cars such as the Mercedes AMG-GT, Porsche Taycan and Denza Z9 GT are positioned at higher price points and offer more premium features.