Jaguar Land Rover (JLR) has officially announced the postponement of the launch of its top-of-the-range SUV. According to The Guardian, the electric Range Rover, originally planned for late 2025, will not be launched until 2026. The postponement of the Range Rover Electric reflects a strategy of prudence in the face of demand and market conditions.
The electric Range Rover shown in profile, whose launch has been postponed to 2026 by Jaguar Land Rover (Credit: Range Rover).
A cautious strategy
The manufacturer recently informed its customers that the model would be launched at a later date. This postponement will allow the test phases to be extended and give demand time to recover. JLR is adopting a gradual approach, unlike other brands that are speeding up their electric transition.
According to sources close to the matter, quoted by The Guardian, other Jaguar electric models will experience similar delays. Jaguar’s first 100% electric vehicle, the Type 00, is due to go into production in August 2026. A second model is expected in December 2027.
Difficult trading environment
JLR’s decision comes at a time of economic and political uncertainty. The high tariffs imposed by the United States in recent months have had a major impact on the Group. As a result, JLR recorded a 15.1% fall in sales in the second quarter, due to the temporary suspension of exports to the US market.
This delay also allows JLR to continue selling its hybrid and combustion models, which remain more profitable. At the same time, the brand’s transition coincides with the start-up of the future battery gigafactory being built by Tata in Somerset, scheduled to come on stream at the end of 2027.
A target maintained for 2030
Despite these adjustments, JLR is reaffirming its ambition. The manufacturer wants to offer electric versions of all its brands by 2030. It says it wants to remain flexible and launch its models “at the right time”, according to market expectations.
The Delhi government has officially extended its policy on electric vehicles until 31 March 2026. The aim is to finalise a new, more ambitious version following public consultation.
Electric vehicle charging points in New Delhi, illustrating the expansion of EV infrastructure in the Indian capital. (Credit: Bhaven Jani)
An extension approved by the Delhi government
At a meeting chaired by Chief Minister Rekha Gupta, the Delhi government approved the extension of its EV policy. It will remain in force until 31 March 2026, or until a new policy is adopted, whichever comes first.
Extended public consultations prior to version 2.0
Transport Minister Pankaj Kumar Singh has said that this period will allow for extensive public consultations. Citizens, industry players, environmental experts, companies and institutions will be invited to contribute to the development of the future EV policy.
Recharging, subsidies, batteries: the main themes
Delhi’s future electric vehicle policy will focus on several key points:
Development of EV recharging infrastructure,
Revision of subsidies for two-wheelers, rickshaws and utility vehicles,
Introduction of standards for the management of batteries and electronic waste.
Thermal two-wheelers soon to be banned
The draft policy includes two key measures:
Ban on two-wheel petrol, diesel and CNG vehicles from 15 August 2026
Electric autorickshaws to be available everywhere from August 2025
An ambitious but progressive vision
This extension marks Delhi’s determination to prepare a structured electric transition, involving all the stakeholders. The aim: a realistic EV policy that can be implemented over the long term, and that will benefit both the environment and the local economy.
The European Commission wants to ban the purchase of combustion-powered cars by rental companies from 2030. Germany, supported by the industry, considers this measure premature and inappropriate.
Flags of Germany and the European Union flying in front of the Reichstag building in Berlin (Credit: Roman Babakin)
A European measure to speed up the electricity transition
The European Union plans to force rental and leasing companies and large fleets to buy only 100% electric vehicles from 2030. This initiative is in line with the ban on the sale of new combustion-powered cars planned for 2035. The aim is to force a more rapid electrification of the company car fleet, which currently accounts for almost 60% of new car registrations in Europe, according to the Bild newspaper.
Germany rejects decision as unrealistic
German Chancellor Friedrich Merz reacted strongly to the proposal. He believes it ” completely misses the common needs of Europe ” and warns of the consequences for the automotive industry. For Berlin, relying exclusively on electric vehicles at such an early date is risky, especially given the inequalities in access to charging points and the lack of technological maturity in some regions.
Rental professionals sound the alarm
Concern is growing among the companies affected. Nico Gabriel, a member of Sixt’s board of directors, warns that this measure could curb the use of hire cars, particularly by holidaymakers. He cites the higher cost of electric car hire and the difficulties of recharging outside major cities as major obstacles. Some major groups, such as BMW and Mercedes, even believe that the EU may have to review the 2035 deadline.
A debate still open in Brussels
The Commission’s proposal has not yet been officially tabled, but a text could be presented to the European Parliament by the end of the summer. In the meantime, the debate is likely to intensify between Member States. Germany, in the front line, is calling for greater technological flexibility and a more realistic timetable to avoid upsetting a market that is already under strain.
The transition to electric mobility is no longer a prospect: it’s a reality that is being forced upon manufacturers, consumers and governments alike. In France, the market for electric vehicles (EVs) is growing at a steady pace. But a crucial question remains: is France ready, in terms of infrastructure, to keep pace with this upheaval? And can it compete with the leaders in Europe and Asia in terms of industrial competitiveness and innovation?
Electric vehicle charging station installed in an urban area.
The challenge of recharging: between promise and reality
The deployment of charging points is one of the sinews of war. The 155,000 charging points announced for the end of 2024 mark a 31% increase in one year. But the fact that the 100,000 mark has been passed belatedly, more than two years late, reveals the structural difficulties we are encountering.
Although France is one of the three best-equipped countries in Europe, this dynamic masks major regional disparities. Nearly 80% of charging points are concentrated in major cities, leaving rural areas in an electrical desert. The Cour des Comptes warns that unequal access to the IRVE (Infrastructure de Recharge de Véhicule Électrique – Electric Vehicle Charging Infrastructure) is limiting user confidence and slowing down the transition. It also points to the “difficulty of achieving a balanced network tailored to the real needs of users”, due to the fact that “the areas, generally urban, with the most IRVEs are also those with the largest electric vehicle fleets”.
The business model for public charging points is a cause for concern, with high installation costs (up to €50,000 per rapid charging point), irregular usage rates and a reluctance on the part of operators to invest without a guaranteed return. In many medium-sized towns, there are fewer than 10 charging points per 100,000 inhabitants. In contrast, the Netherlands and Germany have a denser network, supported by strong public policies.
Another critical point is the power of the charging points installed. While the number of charging points is increasing, the proportion of so-called “fast” charging points (over 150 kW) remains in the minority. To convince motorists who are reluctant to switch to electric vehicles, the ability to recharge quickly on long journeys is a key argument.
As well as geographical disparities, there are a number of challenges weighing on the economic viability of players in the sector: soaring energy costs, adjustments to public subsidies and fluctuations in the electric vehicle market. All of these factors undermine the business models currently being developed.
In this still shifting context, the IRVE sector is in a maturing phase. To ensure that it flourishes, a level playing field needs to be established, encouraging both innovation and private investment.
France at a crossroads
The development of infrastructure does not rely solely on public investment, but on the mobilisation of the industrial and energy ecosystem. France benefits from a low-carbon energy mix, a still solid automotive industry and committed players.
But a number of obstacles remain. The first is administrative: projects slowed down by red tape, delays in connection or local blockages. Progress has been made via the“France Relance ” and“France 2030” plans, but implementation remains uneven.
The second challenge is economic: in low-traffic areas, the profitability of resorts is uncertain, and operators are reluctant to invest where subsidies are decreasing.
Finally, the reliability of the kiosks remains a problem. Some areas have an availability rate of less than 80%, fuelling public mistrust.
Industrial competitiveness: the battle for batteries
Behind the questions of charging points and bonuses, another battle is being waged: that of the industry. And it focuses on a central element: the battery.
An electric car being charged at a public charging point, a symbol of the energy transition.
Without it, it will be impossible to capture the added value of the electric vehicle. Long absent from this segment, France has reacted. At Douvrin, in Pas-de-Calais, the first production lines of ACC (a joint venture between Stellantis, TotalEnergies and Mercedes-Benz) have opened. Other projects follow: Verkor in Dunkirk in the Nord region, with the support of Renault, and Taiwanese company ProLogium, which has also chosen northern France as the location for one of its plants. These projects represent an investment of several billion euros. And the objective is clear: to produce hundreds of thousands of batteries every year by the end of the decade.
These “gigafactories” embody a desire for a change of scale and sovereignty, in the face of Asian domination. They are also seeking to secure supplies in the event of geopolitical tensions. But everything remains to be built: know-how, value chains and, above all, access to raw materials such as lithium and cobalt, which are often mined far away and under questionable conditions.
Train, adapt, don’t suffer
The switch to electric power is transforming the entire industry. No more pistons, less oil. More electronics, less mechanics.
According to theObservatoire de la Métallurgie, more than 100,000 jobs could be affected between now and 2035, not eliminated but reconfigured. The risk is that the transition will leave some employees by the wayside.
There are schemes in place: regional training courses, specialised apprentice training centres, in-house retraining. But the challenge is colossal. Training a battery technician or software engineer doesn’t happen overnight.
And the tensions are already visible. In the gigafactories, recruiters are short of profiles ready to respond to the increase in power.
Electric cars parked in a street, illustrating the growing popularity of electric mobility in urban areas.
A global race, a European response
France is not alone. It is part of a multi-level game in which Europe is trying to defend its positions against well-armed giants. China, which is ahead at every stage – extraction, refining, recycling – dominates the chain. The United States, with its Inflation Reduction Act (IRA), is banking on massive aid to relocate its green industry.
Europe is moving forward in stages: Green Pact, calls for projects, subsidies. But its response is often too slow and too fragmented. France is campaigning for a European industrial strategy based on innovation, moving upmarket and cooperation. Alliances with Germany and Spain will be crucial to the emergence of champions.
Because beyond the standards and investment plans, it’s a question of sovereignty: producing your own vehicles, batteries and software. Not relying on another continent to run our cars.
A pivotal moment
The transition to electric cars is underway. Manufacturers are speeding up, sales are following suit and public opinion is changing. But behind the shop window, a profound transformation is taking place: an industrial fabric that needs to be rebuilt.
It’s a race against time. There is no guarantee that it will be won. But it is vital for the competitiveness of the French automotive industry, for jobs, and to avoid becoming a mere consumer of imported technologies.
Hanoi, the capital of Vietnam, has received official orders to ban petrol-powered motorbikes and scooters from the city centre from July 2026. This measure, decided by Prime Minister Pham Minh Chinh in a directive published on 12 July 2025, is part of a national strategy to reduce urban pollution.
Vietnam has more than 70 million motorised two-wheelers in circulation(Credit: Nguyễn Tiến Thịnh)
The ban will apply to the area within the perimeter of Ring Road 1, which runs through the heart of the city and includes the Old Quarter. It marks the first stage in a progressive plan to make the Vietnamese capital a low-emission city.
Towards an extension to all internal combustion vehicles by 2030
By 2028, restrictions will be extended to petrol cars in the areas defined by Ring Roads 1 and 2. Then, by 2030, all fossil-fuelled personal vehicles will be banned within Ring Road 3.
The government is requiring the city to finalise a Low Emission Zone (LEZ) plan by the end of 2025, including the modernisation of public transport, the extension of charging stations, and the gradual banning of polluting fuels. By 2030, the public transport network will have to link the main traffic arteries, densely populated areas and transit centres using electric buses and metro lines.
A transition supported by incentives and a strengthened framework
The city plans to introduce tax incentives for companies that produce or assemble electric vehicles. Thermal vehicles remaining in the zones concerned will be subject to higher registration and parking fees.
Internal combustion motorbikes are still omnipresent in the streets of Ho Chi Minh City on the eve of the changeover. (Credit: Khanh Nguyen)
Other measures include a ban on single-use plastics in city-centre establishments from the end of 2025, and tougher environmental laws. Industrial facilities will have to be equipped with real-time monitoring sensors, and offenders will risk service cuts or financial penalties.
The transition plan also includes the development of a national air quality database, tighter controls and the use of intelligent technologies to monitor emissions. Local authorities will be held accountable for their implementation, and cases of corruption or obstruction of environmental standards will be investigated by the Ministry of Public Security.
While we’re becoming increasingly familiar with the electric vehicle (EV) policies of major European countries, China, and North America, they’re far from the only players showing ambition and determination in transitioning from combustion engines to electric mobility.
The global shift toward electric vehicles and sustainable transport. (Credit: kindel media)
Costa Rica, renowned as one of Central America’s most environmentally conscious nations—hardly surprising given its motto “Pura Vida”—was quick to jump on the electric mobility bandwagon. Among the wealthiest countries in the region, Costa Rica aims to achieve carbon neutrality by 2050. To that end, it has incentivized electric vehicle adoption by eliminating import taxes on cars under $33,000 and expanding its public charging infrastructure.
Ethiopia, on the other side of the Atlantic, has also taken bold steps to electrify its vehicle fleet. First, in 2022, it slashed or eliminated import taxes on EVs depending on their country of manufacture (including exemptions from VAT and excise duty). Then, in an even bolder move in 2024, it outright banned the import of combustion-engine vehicles. Now that’s taking initiative…
Australia hasn’t gone as far as banning combustion vehicles, but the “Land Down Under” is not passive when it comes to EV development. It began by focusing on its bus fleet and government vehicles, followed by a strategic plan to boost domestic mineral extraction and battery manufacturing. The latest announcement: the introduction of new standards for vehicle distributors, requiring a 60% reduction in CO₂ emissions by 2029. A strong incentive to sell more EVs!
India, meanwhile, is betting big on electrifying two-wheelers—understandably so, since 80% of Indians use them as their primary mode of transport. The government is investing heavily in stabilizing the power grid, building dedicated charging infrastructure, and boosting local manufacturing of both vehicles and batteries—reducing costs in the process. The goal? 80% of two-wheelers on Indian roads will be electric by 2030. The government also promises that, within five years, 30% of passenger cars and 70% of commercial vehicles will be electric too. Will it be enough to give New Delhi some breathable air again?
India’s government is boosting electric two-wheeler adoption through targeted policies. (Credit: Ather Energy)
Japan isn’t planning to be left behind. A longtime leader in tech and industrial innovation, the country surprisingly lags in full-electric development. Its major automakers—pioneers in hybrid technology—seem hesitant to let go of their market dominance in that sector. The government, for its part, is focusing on hydrogen, a technology that has yet to deliver on its promise. As a result, Japanese automakers have few EV models in their catalogue and the archipelago has scarce charging infrastructures, resulting in dismal local sales (only 1.4% of new car sales in 2024 were fully electric). But there’s a glimmer of hope: the government has finally taken action and announced the rollout of 300,000 charging stations by 2030. If Japanese manufacturers ramp up their EV development as planned—bringing their knack for innovation that made their hybrids so successful—Japan could catch up faster than anyone expects.
Germany, following a court ruling in late 2023, had no choice but to end public subsidies aimed at promoting EV purchases. The fallout? 140,000 fewer EVs sold in 2024 compared to 2023. Proof, if needed, that public policy—especially financial incentives—plays a crucial role in EV adoption, even in an automotive powerhouse with high purchasing power (overall new car sales in Germany stayed about the same year over year). In response, Germany recently introduced new incentives targeted at businesses, offering tax breaks for switching to electric. With a bold target of 15 million EVs on the road by 2030, Germany will have to keep supporting the transition—one way or another.
Saudi Arabia, long associated with oil, is nonetheless making massive investments to develop the electric vehicle market within the Kingdom. First, $1.5 billion was poured into building a factory capable of producing 155,000 “Made in Saudi Arabia” cars per year. This was followed by the large-scale development of solar panels and, eventually, charging stations, along with energy giant Aramco’s ambitions in lithium extraction. While the electric vehicle market is still far from dominant in Saudi Arabia, new car sales have seen double-digit growth every year for over two decades—and there’s a place for electric vehicles to take hold!
China and the European Union, particularly represented by Germany, entered into negotiations this spring over the import of Chinese electric vehicles. Europe currently imposes tariffs of up to 45% on Chinese EVs, limiting their market penetration. In retaliation, China threatened to impose tariffs on European goods heading in the opposite direction—potentially hitting French spirits producers hard. To ease tensions—especially after the U.S. also flexed its muscles—talks resumed between Brussels and Beijing to consider setting minimum prices for Chinese vehicles instead of applying new tariffs. To be continued…
China exports electric vehicles to Europe, reshaping global car markets. (credit: Zeekr)
Revealed at Kia EV Day in February 2025, the PV5 is not just another electric vehicle. With deliveries due to start at the end of 2025, it embodies Kia’s vision for the future of business mobility: more modular, more flexible and cleaner. Designed for corporate fleets, whether as a company vehicle or a simple van for logistics, but also for service operators and local authorities, the PV5 symbolises a major change in the way the general public thinks about commercial vehicles.
The logistics version of the Kia PV5, designed for urban fleets (Credit: Kia)
The PV5 is based on an e-GMP-S platform. Derived from the architecture used on the Ioniq 5 and EV6, this new platform has been optimised to accommodate a wide variety of body styles. The concept is simple: a single technical base, a fixed cabin and an interchangeable rear end. Depending on requirements, the vehicle can be transformed into a delivery van, a minibus, a refrigerated version, or even a van for people with reduced mobility. This unprecedented versatility allows companies to rethink the use of their vehicles, adapting them to each mission rather than buying multiple models. The PV5 then becomes much more than an electric van: it becomes a mobile solution with variable configuration.
A symbol of intelligent electric mobility
This choice of modularity is not just anecdotal… It responds to a growing demand for fleet rationalisation, in a context where costs need to be marginalised and the carbon footprint reduced. In the city, where low-emission zones are on the increase, the benefits of a 100% electric van are clear. By reducing dependence on several models, simplifying maintenance and optimising use, the PV5 enables fleet managers to make real savings, while respecting the environmental commitments of their companies or countries. With a claimed range of around 400 km, and a fast recharge rate designed to go from 10% to 80% in less than 30 minutes at a 150 kW charging point, the PV5 is an ideal vehicle for urban and suburban use.
The Kia PV5, a utility vehicle designed for the future of professional fleets. (Credit: Kia)
Beyond the figures, it is its philosophy that marks a turning point. The PV5 does not seek to reproduce what already exists and transform it into an electric version: it seeks to anticipate changes in the sector. It embodies an electric mobility that is no longer just an alternative, but an opportunity to do things better, to do things more practically.
China has announced an ambitious national plan to deploy 100,000 ultra-fast charging stations by the end of 2027, to support the rapid growth of electromobility in the country. The programme, steered by the National Development and Reform Commission (NDRC), is the most ambitious reform of charging infrastructure ever undertaken by Beijing.
A Chinese high-power solar-powered charging point, installed as part of the 2025-2027 plan. (Credit: Sanya)
Open, fast, universal stations
Unlike fragmented or proprietary networks, these new stations will be compatible with all electric vehicles. The plan is to allow charging from 10% to 80% in less than 30 minutes for 800 V models.
Each terminal will be linked to local solar generation and stationary storage batteries. The aim is to relieve the strain on the national grid. Dynamic pricing will be introduced to encourage users to recharge at off-peak times.
An urgent need in the face of a gigantic electricity fleet
At the end of 2024, China had more than 31 million electric vehicles, but only 3.3 million public charging points, according to official figures. This imbalance is prompting Beijing to act quickly to avoid saturating the network.
The government is introducing a system of long-term leases (10 years) for operators and raising local bonds to finance the network. A concrete example can already be seen in Guiyang, where a station combines ultra-fast recharging, solar power and V2G (vehicle-to-grid) technology.
With this plan, China is not just catching up: it is laying the foundations for a global standard in intelligent, decentralised and sustainable recharging.
As the world of electric cars is often criticised for its reliability or its durability, the ADAC research institute has taken the initiative of carrying out various evaluations to assess the average durability of a classic electric city car. Few models have had the opportunity to prove their endurance over the very long term. So the Volkswagen ID.3 Pro S was subjected to a 160,000 kilometre reliability test. The result? A generally glowing verdict… but the ID.3 does have its limits…
The Volkswagen ID.3, a 100% electric city car tested by ADAC (Credit: Volkswagen)
An exemplary battery
This is the heart of the electric vehicle, and one of the most widely analysed and discussed criteria… The battery’s state of health (or SoH for State of Health). In order to maximise the veracity and reliability of this test, the 160,000 km were driven in driving conditions that were far from gentle: frequent 100% charges, regular use of the rapid recharge system, recharging without disconnecting the vehicle once 100% had been reached, journeys at altitude in sub-zero temperatures, etc. After being subjected to such abuse, the battery still showed 91% of its initial capacity (measured on several occasions by the BMS and confirmed by the independent laboratory Aviloo). Well above the 70% guaranteed by Volkswagen. Clearly, even when battered, the model’s battery is holding up well, even better than expected. A demonstration of electrical robustness that confirms the German manufacturer’s technological advances.
Reassuring performance in real use
On the road, in normal conditions, the VW ID.3 is consistent; its average range stabilises at around 400 km, dropping to 300 or 320 km in winter… To keep up with the pace, electricity consumption has fallen over the months, from 20 kWh/100 km to 18.3 kWh/100 km. Efficiency has therefore improved over time, thanks in particular to OTA software updates (available to anyone with an ID.3), which have enhanced the vehicle’s functionalities (“E-Route Planner” or intelligent GPS, better thermal management, rapid charging increased to 170 kW).
Long-term test of the ID.3: stable range over 160,000 km (Credit: Volkswagen)
But if there’s one black spot identified during these 160,000 km, it’s, despite the update, the thermal management system, which can still be improved. The battery, for example, cannot be manually preheated before a quick recharge. As a result, in cold weather, the charging speed decreases, with no possibility of anticipation or user intervention. A software weakness that Volkswagen would be well advised to correct.
Overall reliability and minimum maintenance
As well as the battery, the chassis, suspension, steering and bodywork have held up well over time. The ID.3 shows no critical wear and tear after four years of sustained use. Only a few isolated faults have disrupted the journey: replacement of the GPS/eCall module – €525, a software bug affecting door opening, resolved by an OTA update, and a charging hatch repaired for €227.
When it comes to servicing, the budget remains under control, with a major overhaul costing around €427, plus €200 for the air conditioning system…
But in fact, this long-term analysis in real-life conditions proves Volkswagen right… The ID.3 is a solid, hard-wearing electric car, well designed for everyday use, even if it’s intensive. Its battery, in particular, is among the best on the market. The only fly in the ointment is the software ergonomics, which are still locked in place, sometimes hampering the user experience. A strong message, at a time when, more than ever, electric vehicles need to be convincing.
Ampere, the Renault Group’s European specialist in intelligent electric vehicles, plays a key role in the Group’s innovation strategy. Maxime Bayon de Noyer, Senior Vice President, Technologies & Upstream Projects, explains the priorities, the main areas of research and the challenges facing the next generation of electric vehicles.
Maxime Bayon de Noyer, in charge of technology projects at Ampere – Renault Group.
What is Ampere’s role in the Renault galaxy, and what is your role within Ampere? Maxime Bayon de Noyer: Ampere is a tech player serving the Renault Group, developing electric vehicles (EVs) under the Renault brand and injecting EV technologies and software for other brands (Alpine, Nissan, Mitsubishi…). Ampere’s aim is to make electric vehicles accessible to as many people as possible in Europe. My role is to manage ‘upstream’ technological projects, in other words… upstream of development! We’re involved from the research phase right through to the handover to the production development teams.
What are your current priorities in terms of innovation? Maxime Bayon de Noyer: In order to democratise the EV in Europe, we need to lower costs and maximise usage. So, to reduce the cost of batteries, we’re working on the materials used and looking at new chemistries. As for electric motors, Renault Group is a pioneer in magnetless wound-rotor motors, which do not use rare earths (notably with Zoé). At Ampere, we are pursuing and improving this technology in our next generations of motors, to make them more efficient by, for example, reducing losses during energy transfer.
MBN: In the short term, we are going to introduce LFP (Lithium Iron Phosphate) chemistry into our batteries, then in the medium term, we are studying a cobalt-free chemistry, which will have the energy density of NMC (Nickel Manganese Cobalt) but with the cost and tolerance of LFP. Finally, 10 years from now, we will be proposing an even more efficient chemistry based on lithium metal. The aim is to offer increasingly efficient batteries at lower cost.
What do you think will be the next major technological revolution in the automotive industry? MBN: For me, the revolution will come from a change in usage. The aim is an efficient electric car, with fast, optimised and stable recharging, whatever the season or type of road. And all this with an electric vehicle at the same price as a combustion-powered vehicle.
The Renault 5’s engine, developed by Ampere, relies on rare-earth-free efficiency.
The R5 introduced two-way charging to the Renault catalogue. What’s in it for the consumer? MBN: In V2L (Vehicle to Load), bi-directional recharging means you can use your car as a generator and therefore a mobile power socket, and in V2G (Vehicle-To-Grid), when the vehicle is parked, it can feed energy back into the grid, like a mini power station. This re-injected energy is invaluable during periods of high demand: it stabilises the network, prevents power cuts… and can be sold on, generating income for the user. Finally, in V2H (Vehicle to Home), which will be available in 2026, the vehicle can power the home in the same way as a mobile solar panel. This means, for example, that the energy stored in the battery can be used during peak hours to reduce the bill. The system is controlled by AI and always maintains the autonomy required for travel.
Any other innovations you can share with us? MBN: Some are still confidential, but we are currently working on the renewal of our C segment (compact hatchbacks and three-bodies), with a new engine offering very good performance on the motorway. This breakthrough has been made possible by an innovative platform, enabling a ground-breaking design and overall optimisation. At Ampere, our ambition is clear: to make electric cars as affordable, desirable and practical as internal combustion. And this is not science fiction.
A final word on China: are they really 10 years ahead of us? MBN: They have a head start, but we’re still fully in the race. Our strength lies in our in-depth knowledge of the French and European markets, acquired over the years. This expertise gives us a strategic advantage, because we understand exactly what our customers want and need. At the same time, we remain humble in the face of their efficiency, organisation and speed. It’s with this in mind that we remain vigilant and have opened an office in Shanghai, in order to better observe and anticipate market developments.
