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Sungrow, a solar energy giant reinventing fast charging

Julien Chassagne

During the DriveToZero trade show at Porte de Versailles on 4 and 5 June, ECO MOTORS NEWS had the opportunity to meet Robert von Wahl, EV Charging Europe Director at Sungrow, one of the world leaders in renewable energies, which decided ten years ago to put its expertise at the service of electric vehicle charging.

Credit: Sungrow – DriveToZero

Electric mobility is, of course, all about the hardware – the vehicles themselves – and the software – the on-board software and technologies – as well as recharging. And with recharging comes a host of issues to be resolved, whether in terms of the energy used and its storage, management of the power delivered or the surface area occupied by charging points in recharging stations, car parks, bus and lorry depots, etc. Some companies are already well ahead of the game in these areas. This is particularly true of Sungrow, the Chinese giant and world leader in power conversion, which was founded in 1997 on the renewable energy market, focusing on photovoltaic (PV) inverters. In the mid-2010s, anticipating the coming boom in electric mobility, the group set up a branch dedicated to recharging, with Robert von Wahl as European Director. At DriveToZero, Robert von Wahl took the time to explain the company’s strategy, illustrating the current challenges facing players in the market and the solutions needed to meet them.

Satellite recharging… on the cow floor!

In order to solve the problem of the lack of space in charging stations, whether public or private, while offering power for fast charging, Sungrow has developed what it calls “satellite charging”, which has nothing to do with the conquest of space. Sungrow has developed what it calls “satellite charging”, which has nothing to do with the conquest of space. As Robert von Wahl explains, these systems ” separate the power supply from the charging point itself. A single power cabinet can therefore supply several satellite charging points spread across a site”. This configuration is particularly well suited to ” bus depots or logistics hubs where space is limited and several vehicles need to be recharged simultaneously “, he adds. As well as saving space, this architecture reduces infrastructure costs, limits connections and offers greater flexibility in adapting the network to the changing needs of the vehicle fleet.

Credit: Sungrow – DriveToZero

Modularity and efficiency are essential for companies that make intensive use of their charging points. Sungrow’s catalogue now includes several of these ultra-fast chargers, which can intelligently distribute the power of the power cabinet (480 kW) between several vehicles connected simultaneously. So, taking the example of a lorry depot, it is possible to deliver less energy to the vehicle that you know won’t be setting off again until the next day and, from the same charging point, deliver sufficient energy to another vehicle so that it can set off again within the next two hours.

ESS + PV + DC = future?

Don’t understand the equation? Don’t panic. Before we met Sungrow at the show, it was all a blur to us too! ESS stands for storage solutions, PV for inverters that convert solar energy and DC for direct current, often used to refer to fast recharging. And, according to Robert von Wahl, ” by integrating energy storage, photovoltaics and DC charging, we obtain a complete energy management solution ” that enables batteries to be charged during off-peak periods thanks to solar energy, and then to supply vehicles during peak demand periods. It’s a way, he continues, of ” reducing the costs associated with hourly grid tariffs, relieving the load on the grid, and guaranteeing locally produced, green energy “. While having the necessary know-how and experience to offer this ‘all-in-one’ solution in-house, as Sungrow does, is still not widespread on the market, our visit to the DriveToZero show showed us that many start-ups and companies are increasingly thinking about this more global approach.

European challenges

Although Europe is making good progress, it is still marked by regional disparities. ” Europe is making rapid progress, but there are still significant imbalances between countries ,” says Robert von Wahl. According to him, in France, efforts have been made, mainly in urban areas, but the density of rapid charging points is still insufficient at national level on the motorway networks. The main reason, noted by many players in the sector, is the electrical capacity available in certain areas, particularly commercial areas. ” In these areas, the grid connection is often limited. It is difficult to supply several ultra-fast charging points without significant investment,” he points out. Furthermore, standardisation of protocols and interoperability between operators remain crucial issues. Sungrow, for its part, is responding with customisable, ‘intelligent’ solutions that are compatible with a wide range of configurations, both geographical and technical, but there is still a considerable amount of work to be done in the field.

Credit: SUNGROW HQ

The advantage that the Chinese group has over its competitors – in addition to 25 years of world leadership in energy conversion – is the experience it has acquired in its home country, which is ahead of Europe when it comes to recharging infrastructures. Our ambition is to become a key player in the electrification of transport in Europe”, says von Wahl, “and to achieve this, the company relies on modular products that can be adapted to local standards, and invests in R&D on European soil “. Indeed, the company has set up its R&D department in Amsterdam, the Netherlands, a strategic hub for the development of electromobility on the Old Continent.

This strategy is accompanied by industrial partnerships with local players, as well as with universities and public authorities, in order to ” simplify the large-scale deployment of intelligent charging infrastructure “, concludes Robert von Wahl. By combining solar energy, intelligent storage and ultra-fast charging in a complete, compact architecture, Sungrow is positioning itself as a key player in the energy transition, and if the many start-ups we met at DriveToZero are anything to go by, it could well become a benchmark in the years to come.

16 June 2025
Genesis in France, Hyundai’s premium electric vehicle

Julien Chassagne

Genesis, the top-of-the-range brand from the Korean Hyundai group, is preparing to set up shop in France. The first deliveries are scheduled for early 2026, and this little-known manufacturer on the Old Continent will be taking its first steps here in 100% electric form!

Hyundai took advantage of its presence at the 24 Hours of Le Mans to announce the arrival of its premium brand in four new European markets. Genesis is thus preparing to land in France, Italy, Spain and the Netherlands, four years after it began its conquest of the Old Continent in Germany, the United Kingdom and Switzerland.

An electric trident for the arrival of Genesis in France

The launch of Genesis in France had to be 100% electric. That’s the way things have always been, but also, and above all, the way the market is heading. And the Korean manufacturer is not doing things by halves, as it has decided to launch three models. The GV60, a compact SUV that will go down as the brand’s first vehicle designed from the outset to be electric (which explains its sleek design), the eGV70, its XL version, and the eG80 large road saloon.

Credit : Genesis

While Genesis has built up a fine reputation thanks to its innovations, both in terms of design and on-board technology, the brand still has a lot of work to do to raise its profile in France. All the more so as it intends to go hunting in the territories of the big European premium names, from BMW to Mercedes to Polestar, while taking on the Chinese manufacturers who are seeing their market share grow year on year. In short, we need to make up this shortfall in brand awareness, and to do this, Genesis plans to set up a dozen ‘studios’ in France. More than dealerships, these will be showrooms inspired by luxury boutiques which, according to Le Figaro, are due to open in Paris, Lyon, Bordeaux, Nantes, Lille, Strasbourg, Nice and Toulouse.

Genesis well placed in the price war?

As I said earlier, the competition looks set to be fierce for Genesis when it arrives in France. And while the customer experience of a tailor-made studio to choose your vehicle is a strong point, it is above all the quality/price ratio that will tip the balance when it comes to signing the cheque, even in the premium segment. Based on prices already known in Switzerland, and bearing in mind that prices are generally higher in Switzerland, we discover that the GV60, the cheapest of the three models that will be available here, starts at €68,000, which is in the same ballpark as the Mercedes EQB and the BMW iX2.

Credit : Genesis

It remains to be seen whether the technological and comfort arguments put forward by Genesis, those that will make the difference more than the engine, will be able to surpass the two German giants in terms of quality, since in terms of price, it’s not certain that there will be a big enough difference to play in the Korean manufacturer’s favour. To find out for sure, we’ll have to wait until 2026 and the arrival on our roads of the first Genesis-badged cars for ECO MOTORS NEWS journalists to get their hands on them.

Genesis Magma, the sporting showcase

In the meantime, the brand is making a name for itself in France with its Genesis Magma programme. It’s no coincidence that Genesis announced its arrival on the French market during the 24 Hours of Le Mans. The legendary endurance race is a prestigious showcase for the brand, which took part this year in the LMP2 category, ahead of its move into the hypercar category in 2026 with the GMR-001.

Credit : Genesis

16 June 2025
Charging and electric cars: who’s shaping the future?

Marceau Nio

There are countless electric cars on the road, electric charging points and adverts promoting ‘cleaner’ mobility. Electromobility is no longer an emerging trend; it has become an everyday reality that is established throughout the world.

But behind this term with its technical meaning lies a real upheaval. Electromobility isn’t just about replacing an internal combustion engine with an electric battery, it’s about transforming an entire ecosystem: from historic carmakers to innovative start-ups and equipment manufacturers, let’s take a look at the pillars of global electromobility.

Credit: Qovoltis

Car manufacturers: the global battle rages on

For more than a decade, a number of manufacturers have been leading the way in electric cars. Tesla, of course, remains the symbol of this revolution. With its innovative models, the Californian firm has shaken up the established order and forced the giants of the sector to adapt. With almost 1.8 million electric vehicles sold in 2024, Tesla remains the best-selling brand in the world.

But this dominance could waver, as Chinese manufacturers continue to play a major role in the sale of 100% electric vehicles: BYD (1,764,992 vehicles sold in 2024), GEELY, SGMW, NIO and Xpeng, among others, account for 28% of the market and make China the world’s leading market. This is because China produces on a large scale and now exports to Europe. The Middle Kingdom is banking on an integrated industrial strategy, backed by massive state support.

To stay in the race on a global scale, European manufacturers are reinventing themselves. Nissan and Renault have been pioneers since 2010, when the Nissan Leaf and Renault Zoé enabled thousands of drivers to switch to electric cars. Today, the majority of European car market leaders such as Volkswagen, BMW, Mercedes-Benz, Renault and Stellantis are stepping up their efforts to electrify their ranges, with initiatives to offer affordable models at around €25,000.

Equipment manufacturers: the craftsmen of electromobility

Behind every electric car are specialist suppliers who design the key components: batteries, motors, electronic management systems and recharging stations. These equipment manufacturers play a fundamental role in this ecosystem.

CATL (China), LG Energy Solution (South Korea) and Panasonic (Japan) dominate the global lithium-ion battery market. Between them, they power millions of electric cars. In Europe, things are much more laborious. Although companies like ACC (backed by the PSA Group, Total and Mercedes-Benz) and Verkor are emerging, Europeans are still unable to compete with the Asian giants.

In addition to batteries, other essential components, such as driving assistance systems and engines, are developed by renowned equipment manufacturers such as Valeo, Bosch and Continental.

The recharging station sector, essential to all electric mobility, is booming. Tesla is one of the market leaders with its Superchargers, but competition is intensifying. Atlante, IONITY, Electra and Fastned recently joined forces to form the Spark Alliance, with a clear objective: to become the largest ultra-fast charging network. This is a strong sign that the Old Continent is gaining ground in this field.

Start-ups: innovation for tomorrow’s mobility

Start-ups play a key role in innovation in electric mobility. In France, Gireve facilitates the interoperability of charging points, while Qovoltis offers intelligent charging solutions.

Internationally, a number of projects aimed at improving the comfort of motorists are emerging. These include StoreDot, which is developing ultra-fast-charging batteries that can go from 0 to 80% in just 5 minutes, and Pulsetrain, a German start-up that designs integrated systems for electric vehicles that extend battery life by up to 80%.

These start-ups are providing practical solutions to the technical and user challenges of electric mobility. From intelligent recharging to battery optimisation, they are already shaping the car of tomorrow.

Credit: This_is_Engineering

In 2025, electromobility is no longer a gamble on the future; it’s a global race that’s well under way. Tesla retains its benchmark status, Chinese manufacturers dominate large-scale production, and Europe is playing the innovation card: industrial alliances and disruptive start-ups to stay in the race.

Behind this transformation, an entire ecosystem is mobilising, with a common objective: to create more sustainable, intelligent and accessible mobility. And one thing is certain: the shift to electric vehicles has only just begun.

14 June 2025
CATL offers an alternative to conventional lithium batteries

Mathis Miroux

After unveiling their latest sodium-ion batteries in April 2025, CATL announced on 28 May 2025 a new advance on its “lithium-metal” batteries. These modifications to the composition of the cells could remove several obstacles to the adoption of electric cars, by improving both range and lifespan.

Credit: L’Annuel de l’Automobile

To understand what such a breakthrough represents in terms of electric batteries, it is essential to know who CATL really is. The brands equipped with ‘Lithium’ batteries from this company’s factories are very large. They include Tesla, BMW, Mercedes-Benz, Volkswagen, the brands of the Stellantis group, Hyundai, Ford, Xpeng and even BYD. All these brands together account for around 57% of the global market for electric cars… CATL could therefore supply these new batteries to more than half the market!

A revolution in global auto electrics?

This new ‘lithium-metal’ battery is a radical step forward… Not only has range been doubled thanks to a record energy density of 500 Wh/kg (compared with 250/300 Wh/kg on average), but the battery’s longevity and lifespan have also been significantly improved compared with previous ‘lithium-metal’ batteries. In theory, this new prototype doubles the life of the cells, making it possible to achieve 483 recharge cycles before the battery’s capacity falls below 80%, compared with around 250 cycles previously. The biggest advantage is that the batteries will be able to store much more energy, without being heavier or bigger…

Eventually, this type of battery could enable electric vehicles to achieve mileages comparable to, or even greater than, those of many internal combustion models. However, these “lithium-metal” batteries do offer superior energy density, but they are sometimes limited in time. They face problems of premature wear and tear, particularly with the formation of dendrites and the gradual degradation of the electrolyte. After hundreds of recharging cycles, these dendrites end up neutralising certain lithium cells, which ultimately tarnishes the battery’s performance.

In practical terms, the battery gradually loses its autonomy, and it also becomes more difficult to deliver heavy acceleration or rapid charging without heating up or damaging the battery. Yes, that dead lithium always takes up space and cannot be used by the battery…

There is much speculation as to when the first CATL “lithium-metal” battery-powered vehicles could be put on the road as early as 2026-2027, with a ramp-up to 2027-2028, according to the Australian technology news website Discovery Alert.

How do you go from 100 to over 450 recharges?

Until now, lithium-metal batteries have struggled to exceed 100 recharge cycles before losing performance. CATL has succeeded in pushing back this limit by modifying the composition of the electrolyte (the liquid that allows lithium ions to circulate in the battery). Normally, some of the lithium and salt (LiFSI) present in this liquid is lost with each recharge, which wears down the battery. By better stabilising this electrolyte and forming a thin, more even protective layer inside the battery, CATL has succeeded in limiting these losses and significantly extending the life of its lithium cells.

12 June 2025
Electric charging: the French government tightens up its plan

Marceau Nio

As the electric car gradually gains ground, the government is stepping up its support for the installation of charging points. The aim is to make life easier for motorists, remove disincentives to recharging, and ensure equitable access across the country.

Credit: stux

400,000 terminals in the pipeline: France moves up a gear

With more than 168,000 public charging points in May 2025, France is aiming for 400,000 by 2030, including 50,000 fast charging points. From cities to rural areas, all locations are covered: car parks, motorways, supermarkets… so that every French person can recharge easily, wherever they live.

This is in response to the strong growth in sales of electric vehicles and the forthcoming ban on combustion-powered cars, voted by the European Parliament for 2035.

Home terminal: soon simpler, faster

In conjunction with Enedis, the government is preparing a plan to simplify the installation of charging points in communal housing: the aim is to have less than six months between the agreement of the co-ownership and commissioning.

To lighten the bill (between €1,500 and €2,500), the State provides financial assistance, in particular via the Advenir programme, to encourage private individuals to take the plunge.

Smart tariffs and cars that give energy back

To continue to attract new users, preferential tariffs should be introduced at times of peak renewable energy production (“solar hours”), as well as at night and at weekends.

The government is also pushing ahead with the development of V2G, an innovative technology that allows cars to return electricity to the grid when consumption peaks. The government’s aim is to roll out V2G across Europe by 2026.

Reliable terminals, available 24 hours a day: a promise of trust

With a technical availability rate of 93%, the French network is already performing well. But to go even further, the government intends to strengthen its partnerships with operators to ensure a seamless service, with terminals that are maintained, repaired quickly and accessible 24 hours a day.

A challenge to match climate ambitions

Supporting the rise of the electric car is much more than a matter of comfort: it’s a necessity if we are to meet the climate targets set at European level. Because a clean car is worth nothing… without a charging point nearby.

10 June 2025
The government wants to increase the ecological bonus and redirect its funding

Eva Pellerin

The government plans to increase the amount of the ecological bonus for the purchase of electric vehicles, while introducing a new method of financing. This reform could come into force as early as 1 July 2025, according to a draft order to be presented to the Conseil supérieur de l’énergie on 17 June.

credit: Pixabay – Andreas

A bigger environmental bonus

The amount of the ecological bonus, currently 4,000 euros for low-income households or those in “fuel poverty”, would be increased to 4,200 euros. For other households, the bonus would rise from €2,000 to €3,100, according to Les Echos. The aim of this increase is to make electric vehicles more accessible, at a time when the cost of these models remains a major obstacle for many households.

The reform is also designed to speed up the decarbonisation of the car fleet, at a time when sales of electric vehicles are slowing down.

One of the reasons for this reform is that the budget for the bonus for 2025 is almost fully committed. A new method of financing is therefore deemed necessary to guarantee the continuity of the scheme.

Financing based on energy suppliers

Rather than relying entirely on public finances for this support, the government would like to mobilise energy saving certificates (CEE). This mechanism obliges energy suppliers (such as EDF or TotalEnergies) to finance actions to reduce energy consumption in France.

Until now, CEE has mainly been used to help people renovate their homes (by changing an old boiler or insulating a roof, for example). The government now wants the scheme to be used to fund support for electric cars, such as the bonus or social leasing.

Each year, the CEE represents between 4 and 6 billion euros. The government wants to use some of this to help with the transition to electric cars, while continuing to support housing renovations.

A decision on the ecological bonus expected in mid-June

Not everyone is in favour of this strategic reorientation. Some players in the energy renovation sector fear that the funds allocated to work on housing, such as thermal insulation or the replacement of heating systems, will be reduced.

The government, for its part, is defending a more balanced approach to the energy transition. It believes that reducing emissions in the transport sector should now be given the same priority as reducing emissions in the residential sector.

The draft decree will be presented to the Conseil Supérieur de l’Energie on 17 June. If the text is adopted, the new eco-bonus rules will come into force on 1 July 2025.

6 June 2025
Tesla Model Y 2025, still on top?
Julien Chassagne

ECO MOTORS NEWS had the opportunity to get hands-on with the Tesla Model Y 2025. This electric SUV has managed to sell more than 3.5 million units since its launch in 2020, and was even the best-selling vehicle of all energy sources in 2023 and 2024. In other words, the American manufacturer has high hopes for this restyling.

Credit: Mathis Miroux

We’ve arranged to meet at the Tesla Center in Saint-Ouen, where our ride of the day is waiting for us. Dressed all in black, our Tesla Model Y 2025 is ready to devour the kilometres of the route we’ve planned for it today: a bit of town, a bit of the ring road, the main road, the secondary road and the motorway, to put it through its paces in as many conditions as possible.

First impressions

At first glance, the change is obvious. The design of the Model Y has been extensively revised for this new version, with more than half the parts reworked to improve aerodynamics (and consequently range). The front lights, inspired by the Cybertruck, add a real touch of modernity, while the rear lights feature a wide, diffused strip of light to great effect. This restyling, which is much more contemporary, finally erases the slightly dated lines of the 2020 version.

Credit: Mathis Miroux

At the rear, the boot still impresses with its capacity. The rear seats can be folded down at the touch of a button, and it is now possible to raise them in the same way. This is a real plus in terms of practicality. The panoramic roof, which remains true to form, is an undeniable asset in terms of light and the feeling of space on board.

Credit: Mathis Miroux

Finally, and this was often a criticism of Tesla, the finish is impeccable: Alcantara, aluminium, ‘vegan’ leather – it’s quality, well-worked and up to the standard you’d expect from a top-of-the-range car.

Credit: Mathis Miroux

Behind the wheel of the Tesla Model Y 2025

In terms of driving, Tesla has taken another step forward. Comfort has been improved, thanks in particular to much more advanced soundproofing. The chassis has adopted the changes made to that of the latest Model 3, making it a little more supple. Although it’s still a little too ‘grounded’ for lovers of automotive animality, it does the job well for an SUV that manages, despite its two tonnes, to offer some response in bends and a less heavy feel than other vehicles of the same size. The suspension has been reworked and, although in standard mode you can feel the cobbles a little at low speeds, you only need to accelerate a little to free yourself from the roughness of the road. It’s quite impressive! The steering is supple and precise, and very pleasant when you choose the ‘supple’ mode.

Acceleration remains true to Tesla’s reputation: crisp, immediate, with no lag time. Braking is excellent, particularly with the ‘one pedal’ mode, which allows you to slow down effectively simply by releasing the accelerator. The only downside of our experience is a turning circle of over 12 metres, combined with a width of 2 metres, which means you have to anticipate manoeuvres, especially in dense urban areas.

But on all other types of road – crowded ring roads, potholed highways or open motorways – the 2025 Model Y performs brilliantly. The range is in line with what’s displayed on the screen, and you even recover a little energy by braking. The journey planner, as practical as ever, anticipates any necessary stops at superchargers, which is a great relief for the driver.

Anecdote: during our stop at the Supercharger, many other Tesla drivers came up to us to ask questions about this new model, confirming the ‘wow’ effect felt when we picked up the car.

Credit: Mathis Miroux

Finally, still on the subject of comfort, the seats are now not only heated, but also ventilated, a real plus, and there are still two screens on board, at the front and rear, to manage all the vehicle’s settings.

Credit: Mathis Miroux

Conclusion

The experience was so convincing that it was hard to hand back the keys – or rather the card – after this test drive. Comfort, versatility, reliable range, responsive driving and even the price of recharging (€16 to go from 40% to 98%) make the Tesla Model Y 2025 a truly complete vehicle. The restyling is a real success, bringing this SUV up to date with the times.

In short, it’s a banger. Tesla is striking hard to face up to increasingly serious competition from Europe, but especially from China. The Model Y 2025, unquestionably one of the best value-for-money cars on the market, has all the weapons it needs to continue its domination and, why not, top the list of the best-selling cars in the world for the third year running. The arrival of rear-wheel drive versions at even lower prices (from €44,990) could well help it achieve this objective.

Credit: Mathis Miroux

For our part, we can already see ourselves inflating Tesla’s signature mattress (yes, yes) with the cigarette lighter built into the boot, and falling asleep peacefully in the huge trunk under the stars thanks to the panoramic roof, at a perfectly stabilised temperature, thanks to… the Camping mode! There’s no end to the options available on this new Model Y…

ECO MOTORS NEWS notes on the Tesla Model Y 2025
- Tried and tested model: Model Y Grande Autonomie All-Wheel Drive
- Range: 586 km (WLTP) with 19-inch wheels / 568 km (WLTP) with 20-inch wheels
- Fuel consumption: 14.8 kWh/100 km for 19 inch / 15.3 kWh/100 km for 20 inch
- 0 to 100 km/ h: 4.8 s
- Maximum speed: 201 km/h
- Maximum supercharging power: 250 kW
- Boot volume: 2138 litres
- Price: €52,990
6 June 2025
What consumers say

Julien Chassagne

ECO MOTORS NEWS interviewed 5 electric car owners in order to gain a better and more concrete understanding of what motivates drivers to go electric and, above all… to stick with it! Although their answers sometimes differed, they all agreed that it took them no more than a few days to adapt to driving electric. We also asked each of them how likely they were to go back to combustion engines one day. So, do they regret their choice?

Charles. Content creator (Weelyke) / Hyundai Ioniq 6 / Electric for over three years

The thing that made me switch to electric was clearly the low running costs. Since then, I’ve come to appreciate the comfort, the quiet ride and the maximum torque that’s immediately available. The fact that I don’t have to go to service stations any more, with the recurring savings that that brings, is great too! On the other hand, it took me a while to learn about the specific ecosystem of electric mobility, to understand the different charging powers and to plan my stops accordingly.
→ Probability of going back to combustion: 0%.

Jordan. Chartered accountant / Volkswagen ID.7 / Electric for less than a year

I received an attractive offer on an electric model and decided to take the plunge. There’s no vibration, it’s quiet, it picks up quickly, and it’s ready to go every morning after recharging at home… To be honest, I didn’t notice any disadvantages compared with my old internal combustion engine. And the transition has been easier than I imagined!
→ Probability of returning to combustion: 0%.

Quentin. Delivery driver / MG5 / Electric for over three years

For me, the catalyst was the prospect of “driving for free thanks to the sun”. In fact, combining domestic photovoltaic panels with an electric car means converting solar energy into kilometres without the need for a checkout. On a daily basis, it’s the torque available at any speed without having to downshift, and therefore without jerking, that I appreciate most. The only thing I don’t like about the internal combustion engine? The smell of diesel! (laughs)
→ Probability of returning to combustion: 0%.

Sandrine. School teacher / MG4 / Electric for over a year

I wanted to replace my economical city car, and compared with the models available in this category, the electric version offered the lowest running costs. Since then, I’ve noticed – as many electric car enthusiasts do – the savings per kilometre, both on the energy bill and on maintenance, which is also cheaper than on my small internal combustion car. The fact remains that with a real range of around 300 km, you still have to deal with multiple recharges on long journeys… I’m willing to make a compromise, because the financial aspect makes up for it, but, in my opinion, the internal combustion engine still has the advantage on very long journeys for the time being.
→ Probability of going back to combustion: 0%.

Valentin. Taxi driver and content creator (TaxiEnVE) / XPENG G6 / Electric for over a year now

As a taxi driver, the prospect of halving, or even two and a half times, the cost of running my vehicle was very appealing. Since I switched to electric vehicles, I’ve been able to confirm these savings on a daily basis. To be honest, I can see nothing but benefits in this transition. Financially, in terms of driving comfort and reliability, I have no regrets!
→ Probability of going back to combustion: 0%.

6 June 2025
“Cars are all about use” Interview with Jamy Gourmaud

Eva Pellerin

He left his mark on an entire generation with C’est pas sorcier, and today continues to decipher the world around us with the same passion. From the Hotel M Social in Paris, Jamy Gourmaud spoke to ECO MOTORS NEWS about his vision of the electric car, the preconceived ideas that surround it, and the challenges of this transition.

Credit: Philippe Matsas

Who are you, Jamy Gourmaud?

Jamy Gourmaud: I’m a journalist, more specifically
. I like to say that I’m a go-between for those who know and those who want to know. My passion for knowledge began very early, when I was a teenager, with the desire to do this job. I was lucky enough to realise this childhood dream. Science came a little later, after my journalism studies and a few years spent covering social issues. C’est pas sorcier marked the beginning of this scientific adventure.

What does the electric car mean to you, and how did you feel when you tested it?

Jamy Gourmaud: Peace and quiet. That’s what comes to mind first, especially in town. Critics will say that it makes as much noise as any other car, but the noise comes mainly from the contact of the tyres with the road. I’ve had the opportunity to test several of them, first in C’est pas sorcier nearly 30 years ago, and more recently in Le Monde de Jamy. I like its flexibility, the fact that you don’t have to shift gears. It may not be what thrills driving enthusiasts, but it suits me just fine.

Do you think the electric car is still poorly understood?

Jamy Gourmaud: I think there are a lot of preconceived ideas, and fears that are unfounded. The first obstacle is often the question of range. You hear people say, “I can’t drive 1,000 km”, or “I’ll have to stop after 300 km and wait half an hour to recharge”. These concerns often stem from a lack of understanding of actual usage.

What should be done to overcome this fear of autonomy?

JG: First of all, you have to ask yourself the question: “How do I use my car? Mobility is all about usage. If I make mainly short journeys – as is the case for the majority of daily journeys – an electric car is more than sufficient. On average, a French driver only makes one or two journeys of more than 400 km a year, usually on holiday.

What about recharge time?

JG: You have to bear in mind that the batteries will be empty after about two hours’ driving. After two hours of driving, it’s advisable to stop and refuel. This is what road safety advises motorists to do: take a break every two hours. And if you count the time it takes to go to the toilet, have a coffee or a cigarette, the twenty minutes it takes to fill up the tank are soon gone.

So education is still necessary?

JG: Yes, you have to explain it, you have to get people to try it out. Before I tried an electric car, I was a bit sceptical myself. But once you’ve tested an electric car, you adopt it. People should be allowed to test drive one for a day or two.

You recently published a video on the subject. What was your objective?

JG: I wanted to talk about the concerns about range, but also the lack of understanding that exists around the distances claimed by manufacturers. Some people complain: “But on the motorway, I can’t do more than 250 km, whereas the manufacturer claims a range of 450 km”. The simple fact is that this range is calculated as an average of the distance covered in town, on the road and on the motorway.

And what about the carbon footprint of electric vehicles?

JG : There’s a common misconception that electric cars pollute as much as internal combustion vehicles, if not more. It’s true that when they leave the factory, their manufacture generates more CO2. But the difference is that this carbon debt ends there. An internal combustion vehicle continues to emit throughout its life cycle. At the end of its life, an electric car can produce between two and five times less CO2 than a combustion engine car.

Ready to take the plunge yourself?

JG: As it happens, it’s underway. First of all, I want to get to the end of the life cycle of my current vehicle. It’s also a question of budget. But yes, I’m getting there.

5 June 2025
True or false? 10 common misconceptions about electric cars!

Julien Chassagne

While electric mobility is becoming increasingly popular, preconceived ideas about it are multiplying. That’s why ECO MOTORS NEWS has sifted through 10 persistent clichés about electric cars to sort out the real from the fake…

Credit: Jeffrey Correa

“Electric cars pollute more than combustion cars because of their batteries”.

False. Provided, of course, that you take into account the entire life of the electric car, from manufacture to scrapping, in your calculations. In fact, the CO₂ emissions that result from its manufacture are higher than those recorded during the manufacture of a combustion-powered car. It’s simple, most sources agree on one figure: during the manufacture of a battery, one kWh = 150 to 200 kg of CO₂ into the atmosphere. But, in use, the electric car quickly repays this debt by emitting, according to the Agency for Ecological Transition (ADEME), up to 20 times less CO₂ per kilometre. But it’s at the end of the dance that we pay the musicians. So what about a complete life cycle? Still according to ADEME, an electric car will have emitted 75g of CO₂/km compared with 190g CO₂/km for a combustion engine, i.e. 2.5 times less!

“An electric car has zero emissions

False: the media, manufacturers and even politicians generally use this shortcut to make a point. But as we saw earlier, the manufacture of the battery in particular, but also the origin of the electricity used to recharge an electric car, (slightly) increases its emissions.

Credit: DR

“Electric car batteries don’t last more than 3 years”.

False. This persistent cliché stems from a lack of hindsight when it comes to the longevity of batteries, as the market was still in its infancy and for a long time there was insufficient data to establish an average. Today, it’s possible to say that a battery lasts between 8 and 12 years, and can be driven well over 100,000 kilometres. Batteries can then be reused in other, less energy-intensive applications, or simply recycled.

“Electric car batteries cannot be recycled”.

False: lithium-ion batteries, the most widely used today, can be recycled, and up to 95% of the materials used can be recovered! Admittedly, the industry is still a little ‘green’, but it is gaining in maturity and recycling plants have been or will soon be built to keep pace with the increasing volume of electric cars sold, whose batteries will one day have to be recycled.

“Electric cars are cheaper to run”.

True. Electric cars are generally more economical to run than their internal combustion counterparts. Depending on the model – and the driver’s driving style! – The TCO (Total Cost of Ownership) of an electric car is much lower than that of an equivalent internal combustion engine, and the monthly running cost can be up to 50% lower. The main reason is, of course, the savings on fuel, but maintenance, which is less frequent and involves fewer parts that are expensive to manufacture, is also less expensive.

Credit: Hyundai Motor Group

“It takes too long to recharge an electric car”.

True and false: recharging time depends on the power of the charging point and the capacity of the battery. Recharging at home can take up to seven hours, but on the motorway, fast-charging stations usually charge up to 80% in 30 minutes, or even 20 minutes depending on the supplier. That’s still longer than filling up with petrol, especially if you add the queues, but the constant increase in the number of charging points and the technological innovations under way will soon make it possible to shorten the length of stops even further.

“Electric cars catch fire more often than internal combustion cars”.

False. This cliché is tenacious. However, in early 2024, the US National Transportation Safety Board carried out a study that put an end to the debate. For every 100,000 100% electric cars sold, there were 25 fires. On the internal combustion side, 1,530 petrol vehicles caught fire for every 100,000 sold! It’s true, however, that putting out an electric car fire requires a lot more water, and that hybrids are more prone to fires than their electric and internal combustion counterparts. Perhaps that’s where the confusion comes from…

“Electric cars are too expensive

True, for the moment! The average purchase price of an electric car is higher than that of a combustion engine. But subsidies and the savings you make when you use the car will help to reduce the bill a little over time. And it’s a well-known fact that the more a market is democratised, the more prices fall. If we add to that the booming second-hand market, this statement will soon be nothing more than an old cliché…

Credit: Martin Katler

“It is impossible to make an electric car profitable”.

False. On average, in France, an electric car costs its owner between €150 and €200 a month in fuel, maintenance and insurance – the rent and purchase price are included in the TCO – compared with €400 to €800 for a combustion engine. If we take the high average for electric cars and the low average for internal combustion, we still get a difference of €200 per month. For an electric car that costs €10,000 more than its internal combustion equivalent, it will take less than five years to find its way around.

“The actual range of electric cars is much less than advertised”.

True, because of the WLTP (Worldwide Harmonized Light Vehicles Test Procedure) protocol used to calculate the range announced on the technical data sheet. This protocol, like most standardised protocols, is not yet capable of recreating real-life driving conditions. As a result, it has been found that actual range can be between 10% and 30% less than the advertised range. Variations that depend on the owner’s driving style, the type of roads travelled, the climate, whether or not the air conditioning and heating are used – in short, just like on a combustion engine!

4 June 2025