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“Electric performance is above all the joy of driving” Didier Malga

Eva Pellerin

Didier Malga is a passionate motorsport driver, specialising in electric and hydrogen vehicles. After competing in regional rallies, he discovered new energy vehicles in 2015. He quickly established himself as a leading figure in electric rallying, becoming a world champion in his first season. He is now behind the creation of the French round of the World Championship of Énergies Nouvelles rallies, which will take place in Auvergne-Rhône-Alpes in June 2026.

Didier Malga, world electric rally champion and organiser of the 2026 French round. (Credit: Eva Pellerin)

Can you tell us about your motorsport background?
Didier Malga: II started very young with regional tarmac rallies, driven by passion. I competed for several years before pausing to focus on my professional and family life. I returned in the late 2000s, initially with historic vehicles, including 1970s sports cars, and then, by chance, entered the field of new energy vehicles in 2015.

We discovered this discipline during our participation in the E-Rallye Monte-Carlo, on the suggestion of the Automobile Club of Monaco, alongside my co-driver. At the time, the “alternative energy” category was very broad: electric, hydrogen, E85, biofuels… We competed with a 208 GTI running on E85 and finished fifth. The following year, with a Tesla, we finished third, then won in 2017. This victory allowed us to enter the World Championship, where we became champions in our very first season.

Since then, we have continued our involvement, despite seasons complicated by crew availability and the pandemic. This led us to focus on the French Championship and the creation of our French round, to provide a true driving force for electric motorsport in France.

What attracts you to electric rallying?
D.M. : What appealed to me most was the novelty and the sense of discovery. Electric vehicles behave very differently, with a low centre of gravity, instant acceleration, and exceptional handling. It’s a real pleasure to drive, even managing powers from 400 to 700 horsepower.

Didier Malga’s Tesla ready for the rally, complete with official stickers and sponsors (Credit: Eva Pellerin)

In addition, organising it is much simpler: no heavy support is needed as in combustion engines, maintenance is minimal, and budgets are more accessible. This also attracts financial partners, drawn to the innovation and modern image of the discipline.

We regularly run driving experiences and electric driving coaching to show participants that these vehicles are not only environmentally friendly, but also high-performing and fun to drive.

What is the future of electric motorsport in your view?
D.M.: The future is clear and irreversible. Two main drivers are pushing it forward: public health and climate. Over 40,000 deaths in France each year are linked to fine particles, making the energy transition inevitable.

Electric motorsport plays an educational role: it demonstrates performance and driving pleasure, encouraging the public to adopt electric mobility faster and in a positive way. It is a tangible catalyst for change.

The E-Rallye Auvergne Rhône-Alpes in June 2026: what is it?
D.M. : After competing internationally, we positioned ourselves to create the French round of the World Championship — which didn’t exist until now. After years of administrative work and organising a first test in late September 2025 with an FIA observer, our event is finally part of the FIA calendar.

This French round, taking place from 19–21 June 2026, is designed as a true showcase for electric motorsport in France. It will bring together world championship drivers and attract new participants, who can later feed into a future French Championship.

The goal is to make the event sustainable, showcase the discipline to the public, and encourage both professionals and enthusiasts to embrace electric mobility.

The official 2026 FIA New Energies Championship calendar. (Credit: FIA)

Why did you choose Auvergne-Rhône-Alpes for the French round?
D.M. : It’s our region, and the route crosses a wide variety of landscapes, from the Alps to the volcanoes of Auvergne, creating an exciting “raid” dimension for participants. Support from the regional council has been crucial, and the route highlights the geographical and tourist richness of the area.

What are your long-term goals for electric rallying in France?
D.M.: To secure and develop the French round, with organisation comparable to the largest international events. We also want to energise electric motorsport across France, including rallies, circuits, and endurance racing.

Advances in batteries and range will soon allow 12- or 24-hour races on circuits, day and night. We are also considering integrating circuit stages into rallies, as is already done for combustion vehicles, to enrich the sporting experience.

Can you tell us about the association created for this round?
D.M.: We created the “E-Rallye Auvergne-Rhône-Alpes” association, stemming from our teams Red Cow Racing and Green Motion, to manage organisation, communication, and finances autonomously. This ensures the event’s longevity and development, keeping its budgets and activities separate from our other operations.

The FIA and Michelin logos on Didier Malga’s competition car. (Credit: Eva Pellerin)

Is France behind Europe in electric motorsport?
D.M. : Not really. France already has four world champions in various electric disciplines: Jean-Éric Vergne in Formula E, Adrien Tambay in ETCR, Sébastien Loeb in Extreme E, and myself in electric rallying. While the daily energy transition is slower, we are ahead in e-motorsport. These successes should be used to promote the discipline and electric mobility to the public.

Any final words?
D.M. : Electric mobility is all about simplicity and enjoyment: less fatigue, minimal maintenance, no fuel, incredible sensations. Range is improving quickly, allowing very long distances without constraint. It’s a modern, accessible, innovative, and exciting sport, showing that the energy transition can be both high-performance and fun.

10 November 2025
100% electric vehicles exceed 40% market share in the Netherlands
Marceau Nio

The Netherlands is spearheading electromobility in Europe, and has once again confirmed its pioneering role. In October 2025, 100% electric vehicles (BEVs) broke the 40% barrier in terms of market share of new car registrations, an all-time record for the country.

A Tesla charging at the water’s edge in Amsterdam, illustrating the Dutch charging infrastructure.

An all-time record for BEV

It’s a historic figure that is good news for the electrified car industry. Holland has become the first European country to increase the market share of electric vehicles to over 40% by October 2025. The country registered 13,968 BEVs in October 2025, corresponding to a market share of 40.2% of all new cars. This is a spectacular increase on the previous year, when BEVs accounted for only around 30% of the market.

This remarkable performance puts the Netherlands well above the European average, where BEVs generally account for 15% of the market. It illustrates that electromobility has become a tangible reality here, far exceeding the trend.

Why are the Netherlands ahead of the game?

There are several reasons for this rapid adoption:
- Attractive financial incentives: the Netherlands has been offering support for the purchase of electric vehicles for a number of years, including direct subsidies, road tax exemptions and tax breaks for businesses. Unlike other countries where subsidies fluctuate or run out quickly, the Dutch system is stable and predictable, encouraging consumers to take the plunge without waiting for government assistance.
- The country has one of the most developed recharging networks in Europe, with over 150,000 public recharging points available throughout the country. This accessibility reduces fears about autonomy.
- A high level of environmental awareness: keen to use public transport, trams and bicycles, the Dutch are sensitive to climate issues and increasingly see electric vehicles as a responsible and modern choice.
- Favourable regulations: local and national measures encourage electrification and, conversely, penalise combustion-powered cars, such as access restrictions for combustion-powered vehicles in certain urban areas.
Comparison with the rest of Europe

With a 40% market share for 100% electric vehicles, the Netherlands dominates a Europe where the situation is very different in other European countries. France is also enjoying a historic month, with the market share of 100% electric vehicles reaching 24.4%, while Germany is at 19.8%. Spain’s market share has risen significantly, to 12.3%, an increase of 119% over one year. Italy, meanwhile, is lagging behind, with a 5% market share.

These differences show that the Dutch success is based on a rare alignment between financial incentives, dense infrastructure and cultural adoption. Other European countries could draw inspiration from this model to accelerate their transition to zero-emission vehicles.

A key step for European electromobility

This all-time record shows that mass adoption of electric vehicles is possible when public policy, infrastructure and consumer behaviour are aligned. For the European automotive industry, the Netherlands is now a model to follow.
10 November 2025
The “5C Battery”: what does this term really mean?

Eva Pellerin

The “5C battery” is a type of battery that can be charged or discharged very quickly. This number indicates the maximum speed at which it can operate without being damaged. Understanding this term helps you to use it correctly and choose the right battery for your needs.

A 5C battery is capable of charging and discharging very quickly, making it ideal for intensive use. (Credit: XPENG)

What is the “5C”?

The “C” of a battery is a simple way of measuring its rate of charge or discharge in relation to its total capacity. If a battery is rated 1C, this means that it can be completely discharged in one hour with a current equivalent to its rated capacity. A battery rated 5C can be discharged or refilled in just 12 minutes, because it accepts five times as much current.

This provides a lot of energy very quickly, but increases the heat generated and wear and tear on the battery if it is used too often at this speed. Not all batteries are designed to withstand a 5C rate, so it’s essential to be familiar with its characteristics before using it. The C-rate, and in particular the 5C, not only reflects the speed, it also influences the available power, safety and lifespan of the battery, which is crucial for intensive or critical applications.

What’s it for?

A 5C battery is useful in situations where a lot of power is needed quickly. Powerful electric tools, such as professional drills or saws, often need a lot of energy in a short space of time, which justifies the use of 5C-capable batteries. Electric vehicles and some emergency systems also use these batteries to provide immediate power when needed. This prevents loss of performance or interruptions in the operation of the appliance or vehicle.

However, it is important to bear in mind that frequent use of a battery at full speed can reduce its life and increase the risk of overheating, especially if thermal management is inadequate. 5C batteries therefore offer a balance between performance and instantaneous power, but only if they are used correctly and within the limits laid down by the manufacturer.

The Xpeng G6, a high-performance electric vehicle combining range and power thanks to its advanced batteries. (Credit: XPENG)

Precautions to be taken

Even if a battery is designed for a 5C rate, it should not be used at this rate all the time. Excessive use at full speed can generate a lot of heat and accelerate the degradation of internal materials, reducing its life. It is advisable to follow the manufacturer’s instructions, check for the presence of a battery management system, known as a BMS, which limits excessive charging and discharging, and ensure that the temperature remains within safe limits.

The BMS helps to protect the battery and optimise its life by monitoring current and temperature, which is essential when using a battery with a high C-rate. Users should also understand that even a 5C battery has limits and that daily use should not always push its maximum capacity to the limit.

Advantages and disadvantages

The main advantage of a 5C battery is its ability to supply or receive a lot of energy in a very short time, which is crucial for professional, sports or emergency applications. It also provides greater responsiveness and can prevent downtime or loss of performance. On the other hand, the disadvantages are related to the heat generated, faster wear and tear if used incorrectly, and the need for effective protection systems. So you always need to balance power requirements with the desired life of the battery. For domestic or undemanding use, a lower rate may be preferable to preserve the battery.

To sum up, a 5C battery is one that can charge or discharge very quickly, making it ideal for intensive use or applications where immediate power is essential. It offers a major performance advantage, but requires certain precautions to be taken to avoid overheating and premature wear. Understanding the C-rate, and 5C in particular, means you can choose the right battery, anticipate its limits and use the power available in complete safety. A 5C battery is fast and powerful, but it must be used intelligently to ensure it lasts a long time and remains safe.

9 November 2025
Electromobility in Italy: a two-speed transition
Marceau Nio

Italy is moving towards electrification, but progress remains slow and uneven. While hybrids largely dominate the market, 100% electric vehicles are still struggling to gain mass acceptance, despite various support schemes.

The Tesla Model Y will still be the best-selling electric car in Italy in 2025. (Credit: Tesla)

A declining car market

Overall, the Italian new car market recorded 125,826 registrations in October 2025, down 0.6% on the same month last year. For the first ten months of the year, the total stands at 1,293,366 units, down 2.7% on 2024.UNRAE forecasts that the number of registrations will close the year 2025 at around 1,520,000, down 2.5% on 2024. For 2026, projections anticipate a very slight recovery of 1.3%, but the market would still be almost 20% below the levels of six years ago.

Hybrids: the undisputed champions of the Italian market

Italy is the most ‘hybrid’ country in Europe. In October 2025, hybrid vehicles accounted for 45.5% of the market, confirming a trend that has been in place for several years. Over the first ten months of 2025, the share of hybrid vehicles stood at 44.7%. By way of comparison, over the same period in 2024, hybrids accounted for 39.9% of the market.

This dominance of hybrids can be explained by a number of factors: an electric recharging network that is still inadequate, purchase prices that are more affordable than pure electrics, and a certain cultural reluctance to completely abandon the internal combustion engine in a country where the traditional car is still deeply entrenched.

Pure electrics: modest growth

All-electric vehicles (BEVs) accounted for 5.0% of the market in October 2025, down slightly from 5.6% in September, but up from 4.0% in October 2024. In the first nine months of 2025, BEVs totalled 61,249 registrations, up 26.5% on 2024. Compared with the rest of the vehicle fleet, these figures give 100% electric vehicles a 5.2% share of the market in the current year.

This growth, while real, puts Italy well behind the European average. By way of comparison, the European Union’s market share for BEVs was around 15% over the same period. A survey by Istituto Piepoli for the ECO-Festival of Sustainable Mobility & Smart Cities in September 2025 shows that 59% of Italians say they are not interested in buying an EV in the coming year.

Although the data on the best-selling 100% electric models from January to October 2025 is partial, from January to April the best-selling models remain the same as last year: the Tesla Model Y dominates the market, followed by the Fiat 500e, the symbol of electric “Made in Italy”, then the Dacia Spring, the MG4 and the Renault Megane E-Tech. Combined with plug-in hybrids, electrified vehicles with external charging (BEV + PHEV) will account for 12.7% of the market in October 2025.

The Fiat 500e is the embodiment of electric ‘Made in Italy’ and remains a benchmark in its segment. (Credit: Fiat)

An unconvincing aid strategy

To encourage people to switch to electric cars, the Italian government has been offering a series of purchase subsidies since 2021. These schemes are often one-off and massive, but they are also, and above all, characterised by chronic instability.

The latest scheme is the spectacular October 2025 support programme. The first grants, launched in 2021, offered up to €8,000 for the purchase of a new electric vehicle, which could be combined with a scrappage bonus, subject to income conditions. Two years later, in 2023, the amounts were reduced and the eligibility criteria tightened.

A support scheme that failed to deliver, leading to a slowdown in sales. The year 2024 saw a drastic reduction in the funds allocated, prompting strong criticism from manufacturers and industry associations.

Faced with this setback, in 2025 the government reactivated an ambitious incentive plan, supported by European funds, culminating in the October programme. This latest aid programme saw no less than €597 million released thanks to the European recovery plan. How does it work? Up to €11,000 for households with an ISEE < €30,000, subject to strict conditions. The results are convincing: in less than 24 hours, more than 55,000 vouchers were distributed, depleting the funds.

Thanks to this plan, certain vehicles such as the Dacia Spring or the Leapmotor T03 have become accessible for less than €5,000, a record in Europe. It was a lightning success that highlighted the limitations of the Italian model: a prolonged waiting period on the part of Italians, rapid saturation of schemes and uncertainty for market players. To date, no structural reform has been announced to stabilise this aid, which continues to operate in fits and starts.

A recharging network that is still inadequate

Italy will have around 65,000 public charging points by 2025, according to a study by Motus-E, and no less than 22% of them will be fast charging points (over 50 kW). For a country of its size, with a road network of almost 500,000 km, Italy is below the European average in terms of the density of public charging points.

Regional disparities are also marked: more than 60% of the network is concentrated in the north of the country (Lombardy, Emilia-Romagna, Veneto), while the south remains largely under-equipped.

To offset this, the National Recovery Plan (PNRR), partly financed by European funds, provides for the installation of 21,000 additional public charging points by 2026. However, the installation of charging points on motorways, which is crucial for a country with frequent inter-regional travel, has been slow to materialise.

The main player in the Italian recharging market is Enel X Way, a subsidiary of Italian energy giant Enel. The group alone has developed more than 16,000 charging points, and is also building charging hubs for business fleets and certified green energy charging points. An obvious choice for a country where around 40% of electricity production already comes from renewable sources (solar, hydro, wind).

The Italian recharging network is still being developed, but with significant regional disparities.

Stellantis: a major player in the Italian automotive industry

The Stellantis Group is the driving force behind the automotive industry. In October 2025, the group registered 33,721 vehicles, up 5.01% on October 2024.

Fiat, the Group’s flagship brand, continues to drive the market with the Fiat 500e, the first 100% electric model to be produced by Stellantis in Italy. It is maintaining its presence in the market, but faces increasingly aggressive Chinese competition in the affordable electric city car segment.

Italy produces locally: the Mirafiori plant in Turin, historically a symbol of the Italian car industry, has been transformed into a centre dedicated to electric vehicles and battery production. An industry that is doing well, enabling manufacturers to plan new models: the electric Fiat Panda and the Alfa Romeo Milano should see the light of day in 2026.

Structural challenges persist

Like every country involved in this transition, Italy faces a number of major obstacles:
- Purchase price: despite temporary subsidies, electric vehicles are still considerably more expensive than their combustion or hybrid equivalents.
- Dependence on public subsidies: when subsidies stop, sales immediately plummet.
- Regional inequalities: the north, which is richer and has better infrastructure, is adopting electricity more quickly than the south.
- Cultural reticence: Ferrari, Lamborghini and Maserati are the embodiment of thermal automotive excellence, and attachment to the traditional engine remains strong, even though these brands are developing more and more electrified vehicles.
Outlook: a slow transition

UNRAE believes that the next few months should see an increase in the market share of BEVs thanks to registrations linked to the October subsidies. But as the past has shown, this increase will be temporary, and there is a risk of a further slowdown once the effect of the subsidies has worn off.

The government’s target is to have 6 million electrified vehicles (BEV + PHEV + HEV) on the road by 2030. While hybrids will probably continue to dominate in the medium term, pure electrics are expected to grow thanks to a gradual fall in prices, improved infrastructure and European regulatory constraints.

A country in transition…

Italy is embodying the automotive transition at its own pace: hybrids dominate and have prepared the ground, pure electrics are making slow but steady progress, and infrastructure is developing unevenly. The country is not a leader in European electromobility, nor is it seeking to be. It is following a unique path, adapted to its geographical, economic and cultural constraints.

But this strategy carries a risk: that of accumulating a backlog that will be difficult to make up when European regulatory pressure increases.
8 November 2025
Can-Am 2025 double test: Origin vs Pulse

Marceau Nio

ECO MOTORS NEWS had the opportunity to try out two models from the brand’s new electric era: the Can-Am Origin 2025 and the Can-Am Pulse 2025. At the end of two comprehensive tests, find out more about the different features of these two-wheelers.

The Can-Am Pulse 2025 in action, seen from the side with the driver on an urban road. (Credit: Marceau NIO)

The Can-Am brand was born in the 1970s under the Bombardier banner, with motorbikes and off-road vehicles designed for competition. It established itself as a major player in enduro racing before losing ground to Japanese manufacturers.

It was from the 2000s onwards that the brand experienced a rebound. It continued to expand its catalogue, from traditional off-road two-wheelers to side-by-side bikes and three-wheelers designed for the road. Now Can-Am has turned its attention to electric two-wheelers. But it will be a while before we see them on the roads of France. So we decided to test not one, but two Can-Am models aimed at specific urban and suburban uses: the Origin, designed for versatility, and the Pulse, more focused on city use.

This is our chance to draw up a comparison based on what we feel at the wheel of these top-of-the-range electric machines, which have swapped Canada for the cobbles of Paris, the ring road and the main roads near the capital.

Can-Am Origin 2025

The first bike I tried out was the Origin, the electric trail model with a distinctive look. And from the very first moment, I quickly understood why Can-Am presents it as a versatile bike, suitable for the road but also, and above all, for off-road riding. Spiked wheels, a rugged silhouette, a dirt bike look… it has all the hallmarks of an enduro bike and celebrates the glorious years of the brand from across the Atlantic, hence the name ‘Origin’.

The Can-Am Origin 2025 seen from the front, highlighting its assertive trail style. (Credit: Marceau NIO)

Once I was settled in, the curved seat, which follows the shape of the frame, gave me a high and comfortable position, albeit a little narrow and firm for me. What you want with a bike of this size (2.2 metres long and 0.86 metres wide) is to be agile and easy to handle. And on this point, the manufacturer scores a point thanks to the positioning of the battery, integrated into the chassis. This lightened the overall weight of the car and improved its agility, enabling me to weave my way between cars with ease in the city and on the Paris ring road (which was very busy at the time).

In the same test environment, I still felt rather vulnerable to other road users, especially when I was driving between lanes, as the loaned model was not fitted with crash bars (although it was possible to include them). What also disappointed and bothered me was the absence of hazard warning lights… When driving between lanes and in a warning situation, this is annoying.

After the city and the Paris ring road, I took to the motorway. True to motorised electric vehicles, this Can-Am picks up speed immediately, and I had no trouble getting into the car. At 110 km/h, it remains stable, but protection against the wind is limited at this speed, as the windscreen fitted as standard on my bike was not large enough and did not protect me sufficiently.

Can-Am Origin 2025 dashboard with touch screen and controls. (Credit: Marceau NIO)

In terms of powertrains, the test model is powered by the 35 kW (47 hp) ROTAX E-POWER engine, which delivers lively, almost too direct and brutal acceleration, with a 0 to 100 km/h time of 4.3 seconds. One of the most pleasing features, symbolic of electric vehicles, is the regenerative braking, which is particularly successful on this model. There’s also a nod to reverse gear, which is efficient and practical for parking in town. As for the range, it is claimed to be 145 km in town and 115 km in mixed use, values that are true to reality in the light of my test drive.

Vehicle information is displayed on a 10-inch touchscreen. Compatible with Apple CarPlay, its interface is clear and intuitive, the controls responsive and the ergonomics well thought out. This motorbike has a sober yet modern design and is made from quality materials. Personally, I wasn’t particularly impressed by its aesthetics. The design will appeal above all to those who prefer functionality to originality, because what it does, it does well.

Can-Am Pulse 2025

The second bike I took in my hands was the Pulse, and there was a change of scenery. Lower but more compact, it clearly adopts the codes of the urban roadster. Its design is more aggressive, and it blends more easily into the cityscape than its Origin sibling. From the first few metres, I could feel that the riding position was different: sportier, more compact, but also more welcoming, especially on longer journeys. The seat is well thought out, even if it’s still firm and too narrow for my liking.

Front view of the Can-Am Pulse 2025, a modern, urban design. (Credit: Marceau NIO)

In town, the Pulse is a pleasure to drive. What struck me once again was the liveliness of the electric motor. Handling is good, but it doesn’t perform as well as its companion, no doubt due to the different driving position. On paper, this model is faster than the Origin; in fact, the Pulse is faster, even though it’s equipped with the same 35 kW (47 hp) motor, with a 0 to 100 km/h time of 3.8 seconds, a difference made possible by its weight: 177 kg compared with 187 kg for the Origin!

On the ring road, overall, the Pulse offers the same driving quality but also the same shortcomings… Less agile than the Origin but still responsive, the Pulse remains at ease in tight spaces. This time round, I was less bothered by the absence of crash bars, probably because of the different driving position, but I’m not kidding myself: safety isn’t optimal. Acceleration is still too brutal for my liking, and there’s no middle ground, which can make the car difficult to handle when starting from a standstill. And like the Origin, there’s no possibility of activating the hazard warning lights (a real brake in my opinion). However, like the Origin, the regenerative brake is present, but it’s less linear than on the Origin. It takes a little getting used to, but it’s still effective and enjoyable. For this version of the Canadian brand, the advertised range is 160 km in town and 130 km in mixed use, and on my test drive, these figures seem consistent.

Rear side view of the Can-Am Pulse 2025, a compact, manoeuvrable design. (Credit: Marceau NIO)

I had the same impression on the motorway: immediate acceleration, pleasant and adapted to the speed, but it was very windy if I wasn’t in a fully reclined driving position. The absence of a windscreen (which is understandable given the design) is still palpable.

The 10.25-inch touchscreen is the same as on the Origin: clear, responsive, Apple CarPlay compatible and well integrated into the cockpit. The interface is more streamlined, in keeping with the spirit of the Pulse: simple, straightforward, with no frills.

From an aesthetic point of view, it plays the sober urban card. No flashy details, just a coherent, modern design that will appeal to those looking for a discreet but well-built motorbike. Personally, I find it a little lacking in visual character, despite the little touches of flashy yellow, but it makes up for it in efficiency.

Detail of the rear wheel on the Can-Am Pulse 2025. (Credit: Marceau NIO)

In brief

At the end of these tests, it’s hard not to applaud the change of direction taken by Can-Am. With the Origin and Pulse, the Canadian brand is making a serious and credible entry into the electric two-wheeler market. The Origin seduces with its versatility and its electric trail temperament, capable of tackling the city as well as the open road, while the Pulse assumes a more urban positioning, compact and practical.

While not everything is perfect, particularly in terms of safety equipment and comfort, Can-Am is demonstrating that its historic expertise in powerful, robust vehicles can be successfully transposed to the world of zero-emission vehicles. However, the price of these models remains high, which may put off some potential buyers: the Origin starts at €13,799, while the Pulse starts at €12,999, prices that clearly position them in the premium segment.

7 November 2025
XPENG Starts a New Era of Physical AI with VLA 2.0 and Innovative Products

Eva Pellerin

At XPENG AI Day 2025, the company unveiled four major physical AI applications. These innovations include VLA 2.0, Robotaxi, Next-Gen IRON and two ARIDGE flight systems. XPENG thus confirms that physical AI is no longer a hypothetical future, but an imminent reality.

He Xiaopeng, President and CEO of XPENG, unveils the latest advances in physical AI (Credit: XPENG)

XPENG reinvents physical AI

XPENG is now positioned as the only Chinese company to master a complete physical AI system. CEO He Xiaopeng has announced the company’s transition to a global mobility explorer. The aim: to merge digital intelligence and physical applications to transform mobility.

VLA 2.0: the new benchmark for physical AI

VLA 2.0 does away with traditional visual-language translation, generating actions directly from images. This “Vision-Implicit Token-Action” approach revolutionises the way AI models interact with the physical world. It can learn on its own while understanding the laws of real interaction, for cars, robots and flying vehicles. With 2250 TOPS of computing power on the Turing AI chip, the model is ready for mass production.

Tests show that VLA 2.0 manages complex situations, recognising gestures and traffic lights. The “Narrow Road NGP” function improves driving on narrow roads, multiplying control autonomy by 13. XPENG expects full deployment in 2026, with the ecosystem opened up to global partners, led by Volkswagen.

The autonomous Robotaxi and the A868 hybrid flying car, revealed at XPENG AI Day 2025. (Credit: XPENG)

Robotaxi: autonomous mobility reinvented

XPENG introduces China’s first fully autonomous Robotaxi, designed for personal and commercial use. Four Turing AI chips provide 3,000 TOPS, surpassing current global standards. The system is based on pure vision without lidar or high-precision maps, guaranteeing global adaptability.

Safety is enhanced by a redundant architecture, ensuring continuity even in the event of hardware failure. The vehicle interacts with its environment via an external sun screen and voice system, creating a unique human-machine link. The strategy includes shared Robotaxi and proprietary L4 models, with the intelligent “Robo” trim from 2026. The collaboration with Amap will enable global expansion, boosting the adoption of autonomous mobility.

Next-Gen IRON: the ultra-realistic humanoid

XPENG unveils an exceptionally realistic humanoid robot, combining 82 degrees of freedom with bionic muscles. Flexible skin covers the entire body, while the spine and joints reproduce human biomechanics. The Next-Gen IRON uses 3 Turing AI chips, reaching 3000 TOPS, and integrates the VLA, VLT and VLM models for conversation, walking and interaction. Energy optimisation is based on all-solid, lightweight and safe batteries, suitable for industrial and commercial scenarios.

XPENG is planning large-scale production from 2026 and is working with Baosteel for industrial applications. The robot respects confidentiality and the laws of robotics, while remaining open to developers to create a global ecosystem.

XPENG’s Next-Gen IRON humanoid robots combine anthropomorphism and advanced intelligence (Credit: XPENG)

Flying Cars: ARIDGE and air mobility

XPENG ARIDGE presents the A868 tiltrotor, with a range of 500 km and a top speed of 360 km/h. The “Land Aircraft Carrier” goes into production with 7,000 controls, offering an intelligent cockpit accessible to novices. The systems incorporate full redundancy for safety, ensuring continuity in the event of failure of two rotors.

Mass production will be at a rate of one aircraft every 30 minutes, with an initial annual capacity of 5,000 to 10,000 units. In 2026, the first autonomous low-altitude tourist route will open in Dunhuang, introducing an unprecedented three-dimensional journey.

Towards an emerging technology

For over a decade, XPENG has been innovating at the intersection of AI, automotive, robotics and aerial mobility. The Science Park brings together more than 10,000 talents to create ideas and technologies with strong synergies. Physical AI becomes tangible, offering mobility, interaction and new experiences to users around the world.

XPENG demonstrates that the era of embodied intelligence is no longer a futuristic concept, but a rapidly expanding reality.

7 November 2025
Electric mobility in France 2025: adoption, uses and obstacles

Eva Pellerin

On Thursday 6 November 2025, ECO MOTORS NEWS was invited by DRIVECO to discover the results of the 2ᵉ edition of its Deep Drive Barometer on the French and electric mobility, carried out with Toluna Harris Interactive. According to this study, the electric car is no longer a promise, but a reality experienced by millions. However, the transition to action remains partial. Young people and urban dwellers are showing greater interest, while certain generations are still hesitant.

An electric car recharges at a public charging point, illustrating the growing adoption of EVs in France.

An improving image, but still mixed

According to the survey, which questioned 3,300 French people, 53% now have a positive image of the electric vehicle, a slight increase on 2024. However, the cost of purchase, range and access to charging points are still holding back adoption. Younger people and people living in the Greater Paris region are more likely to favour electric vehicles, while older people and people living outside the Paris region remain cautious.

EV owners have a record level of satisfaction, at 98%, thanks to the comfort and ease of use. What’s more, 72% use their vehicle for all kinds of journeys, including long-distance journeys and holidays. This positive experience is reflected in increased loyalty: only 13% are considering a return to conventional vehicles.

Diversification of uses

Fast charging is transforming EV use, with 54% of users now favouring these stations. As a result, electric vehicles are becoming increasingly popular not only for everyday use, but also for long-distance travel, demonstrating their growing reliability.

Price remains the main obstacle for 57% of French people, followed by what they see as insufficient range and uneven network coverage. So making electric cars more affordable, accessible and visible remains essential to convince those who are reluctant.

Contrast between young and old

The 18-35 age group use their EVs regularly for leisure and travel, demonstrating a concrete commitment. What’s more, they see the electric vehicle as environmentally friendly, modern and suitable for all types of journey, well beyond urban use.

Among those aged 65 and over, only 38% have a positive image of EVs, and 65% cite price as the main obstacle. These age groups also remain wary of the real ecological impact of EVs, which calls for targeted educational efforts.

Outlook: making electric vehicles accessible to all

To make the transition a success, three levers are essential: democratising the offer, deploying a robust network of charging points, and strengthening confidence and information. Only collective action will make it possible to achieve mass, sustainable adoption.

6 November 2025
Renault calls for a ten-year freeze on European rules for small electric cars

Eva Pellerin

Faced with rising prices and competition from China, Renault is proposing an ambitious strategy. The group wants to freeze European regulations on small electric vehicles for ten years. The aim of this initiative would be to create more affordable cars adapted to urban needs.

Emblematic logo of Renault, the French manufacturer of electric and internal combustion vehicles

Towards a new category of electric vehicles

According to Reuters, at the Journée de la filière automobile organised by the PFA in Paris, Renault CEO François Provost presented his plan. He proposes to create electric cars less than 4.20 metres long, longer than the Renault 5 and Renault 4. Battery capacity would be limited to 50-60 kWh, in order to reduce costs and offer an affordable price.

To illustrate his point, François Provost mentioned Dacia’s Hipster prototype, inspired by Japanese kei cars. In his view, freezing regulations for 10 to 15 years would enable models to be standardised and costs to be optimised. The aim is clear: to make electric vehicles accessible to a wide public, while maintaining their status as “real cars” rather than quadricycles.

An “M1-e” category to compete effectively

The European Commission is currently working on the creation of an intermediate category between light quadricycles (L7) and conventional cars (M1). François Provost suggests calling it “M1-e” to differentiate these urban vehicles from licence-free models such as the Citroën Ami. This category would make it possible to limit the costly equipment imposed by the current rules, while guaranteeing basic safety.

At the same time, the Vice-President of the European Commission, Stéphane Séjourné, announced decisions to be taken on 10 December. These measures should make it easier to market electric vehicles priced between €15,000 and €20,000. This is an attractive price for European consumers, while providing a stable legal framework for manufacturers.

François Provost, Managing Director of Renault, presents his proposals for small electric cars. (Credit: Renault)

European targets deemed too restrictive

At the 4ᵉ Journée de la filière event at La Villette, several leaders warned of the proliferation of standards. Between now and 2030, 107 new regulations will come into force, some as yet undefined. François Provost pointed out that 25% of the time spent by engineers at the Technocentre is devoted to regulatory compliance. This situation is slowing down innovation and reducing competitiveness with Chinese manufacturers.

To illustrate the difficulty, he compared the situation to an athletics race: “While next to us, our competitors are sprinting for 100 metres, we are successively hurdling 110 metres”. This observation underlines the urgent need to simplify the rules to enable the rapid and effective development of electrics in Europe.

A united European industry

Since 2019, the Journées de la filière (Industry Days) have taken up the spirit of the 2009 Estates General on the Automobile. The aim of these events was to strengthen solidarity between manufacturers and equipment suppliers in the wake of the global economic crisis. Luc Chatel, former Secretary of State for Industry, reminded industry players of the importance of coming together to obtain adjustments from the European executive.

The current Chairman of the PFA praised the new-found cohesion: “In an industry often divided by competing interests, you have managed to pull together. This unity is considered essential for influencing Brussels’ decisions and preparing the market for the regulatory changes announced in December.

The Dacia Hipster prototype, a compact electric model serving as an example for the future M1-e category. (Credit: Dacia)

Affordable electric cars, but at what price?

Europe wants electric vehicles to cost between €15,000 and €20,000. However, reaching this price point means making concessions. Manufacturers will have to reduce certain features, such as passive safety and battery size. Consumers will therefore have to accept compromises in order to benefit from attractive prices.

Despite these adjustments, demand is there. The popularity of models such as the Dacia Spring shows that city dwellers are ready to adopt these vehicles. Similarly, certain cars such as the Citroën e-C3 show that affordable electric models are already possible, albeit with limited range. Safety and range will therefore remain the main levers that manufacturers will use to reduce costs.

A European reaction expected in December

On 10 December, the European Commission will present a regulatory framework tailored to small electric cars. The aim is to boost European production, increase competitiveness against Chinese imports and meet consumer expectations. These measures could mark a turning point for the European market, which has long been held back by complex standards and high costs.

The question remains: will the public accept cars with less safety or range in order to benefit from affordable prices? The European car industry hopes that the answer will be positive, in order to revive the industry while preserving innovation and jobs.

6 November 2025
Renault 4 electric: the return of popular cars?
Julien Chassagne

After the electric version of the R5, this year’s bestseller in 2025, Renault is bringing back another classic: the 4L. Another iconic car from the French brand, it has also been given an electric version, and ECO MOTORS NEWS had the chance to test it. Discover the Renault 4.

Side view of the Renault 4 E-Tech 2025, a blend of retro and modern styling. (Credit: Mathis MIROUX)

Boulogne-Billancourt, Paris region. Under a blazing sun, the ECO MOTORS NEWS team had an appointment with an icon: the 4L. But not the one your uncle keeps in his barn, or the one your father learned to drive on—no, this is the 2025 model, 100% electric. The Renault 4 E-Tech, just like the R5 a few months earlier, is part of the brand’s strategy to bring back its most iconic models in electric form.

Ours is two-tone, in terracotta brown and black, equipped with the most powerful engine in the range: 52 kWh, promising 410 km of range and 150 horsepower. And, in true ECO MOTORS NEWS fashion, we decided to “test its limits”: city centre driving, tight shopping centre parking, moderately congested main roads, rush-hour ring roads, major interchanges, and also, to let it breathe a little, a trip to the Bois de Boulogne.

This Renault 4 E-Tech positions itself as a compact sedan / small SUV / large adventurous city car; in short, it’s unclassifiable. Just like its illustrious predecessor. So, let’s see if it can live up to the versatility it promises!

Front view of the Renault 4 E-Tech 2025, with its vertical grille and bulging bonnet (Credit: Mathis MIROUX).

Neo-retro and electric rustic

Without going overboard, the Renault 4 E-Tech retains many visual cues from the 4L: vertical grille, bulging bonnet, pronounced wheel arches, high ground clearance, small quarter windows, and oval rear lights. The result is appealing, striking a balance between a clear homage and a design anchored in 2025, measuring just over 4.10 metres. The connection to the original 4L doesn’t stop at the exterior design.

Inside, the driving position, although adjustable, retains a certain rustic feel, with a high seat and relatively upright backrest, evoking the spirit of the time. The slightly raised knees reinforce this sensation. The fabric seats with contrasting stitching and the gear lever behind the steering wheel, just like the 1960s 4L, also echo the original model.

Close-up of the Renault logo on the front of the new electric 4L (Credit: Mathis MIROUX)

Visibility is generally good, although the rounded bonnet can initially make the car seem longer than it really is. After a few hours, one quickly adapts. Overall ergonomics are well thought out, with a spacious cabin and a generous boot for the category. Special mention goes to the steering wheel, particularly pleasant to hold, offering responsive and precise steering. The car responds quickly to inputs, which is one of its major strengths.

Versatility and… dynamism!

Behind the wheel, this 52 kWh version impressed us immediately with its driving pleasure. Acceleration is sharp, torque delivery instant—classic, but always enjoyable in an electric car—and braking is effective. The “One Pedal” mode is perfectly tuned: intuitive, easy to modulate, and especially pleasant in city traffic.

Close-up of the rear wheel and rim of the Renault 4 E-Tech 2025. (Credit: Mathis MIROUX)

Its handling is surprisingly good. Despite a soft chassis and equally soft suspension, the Renault 4 Electric remains agile. Its substantial weight (over 1.5 tonnes empty) is barely noticeable behind the wheel. In the city, it excels thanks to manoeuvrability and a tight turning radius (10.8 m, slightly less than its main competitor, the Opel Mokka), while on winding roads, it offers sensations close to those of a small GTI! Perhaps we’re exaggerating slightly, but it’s a genuine surprise, making driving enjoyable and more dynamic than expected.

Equipment highlights

As mentioned earlier, the gear lever, while adding personality to the cabin, lacks responsiveness and requires an adaptation period. The volume controls above the central screen are also a bit “old school”—a charming retro nod, but not quite in line with modern expectations, especially at this price point. The reversing camera disappoints with its definition, reminiscent of standards from a decade ago.

Finally, the range indicator proved imperfect during the test. While the percentage display remains reliable, the kilometre reading sometimes lacks precision. During our trial under tough conditions (full boot, three passengers, scorching heat, air conditioning at maximum, frequent manoeuvres), the on-board computer showed a notable discrepancy: after 100 km, the battery dropped from 100% to 62%—consistent—but the remaining range in kilometres fell from 410 to 218 km, a nearly 50% loss, hard to explain.

The digital dashboard of the Renault 4 E-Tech 2025 with central screen and intuitive controls. (Credit: Mathis MIROUX)

But there are positives. The steering wheel not only offers excellent ergonomics but also houses all key controls: regenerative braking, One Pedal, driving modes (including a customisable one), etc. The digital dashboard is high quality, as is the central screen. Renault has partnered with Google and integrated AI developed with ChatGPT, while also allowing Apple CarPlay connectivity.

Heated steering wheel and seats are a major plus, especially in winter, as they reduce the need for heating and therefore preserve range. The “cockpit” layout, with a line of buttons below the screen, makes everything easy to access, intuitive, and practical. The sound system, with nine Harman Kardon speakers, is very pleasant. Overall, the equipment is up-to-date, and the finishings are excellent.

Popular in spirit, less in price

The question remains whether this electric R4 is truly a “popular car.” By popular, we mean a car that “speaks” to everyone. That was the case with the 4L, but also with the R5, Clio, Scénic, and Twingo from Renault, Peugeot 106, 205, 206, Citroën BX, DS, Xsara, or Volkswagen Golf. The list is not exhaustive, but it gives an idea. To enter this category, several criteria must be met: spirit, price, and longevity.

Close-up of the R N D gear lever on the Renault 4 E-Tech 2025. (Credit: Mathis MIROUX)

In terms of spirit, the Renault 4 E-Tech retains the 4L’s DNA: a simple, practical car designed for family use and daily driving. Its comfort, versatility, and driving pleasure make it unclassifiable—between a small SUV and a large compact sedan, versatile and highly convincing. During our test, many passersby turned their heads, showing that the 2025 R4 sparks curiosity. Some even stopped to chat with the team about their personal memories with the 4L and how this 2025 version brought them back to those times.

Regarding price, it starts at €29,990 for the 40 kWh version and €37,490 for the 52 kWh version we tested. This makes it somewhat less accessible than its predecessor. But that is also the cost of French production in Maubeuge and a level of finish bordering on premium.

Finally, longevity is still to be seen. Only time will tell if the Renault 4 E-Tech becomes as iconic as its ancestor. From ECO MOTORS NEWS’ perspective, we are rather optimistic!

ECO MOTORS NEWS notes on the Renault 4

Range 3,5/5
Comfort 4/5
Driving pleasure 5/5
Technology 3,5/5
Versatility 4/5
- Model Tested: Renault 4 E-Tech 52 kWh
- Range: 410 km (WLTP)
- Fuel consumption: Between 14.7 kWh/100km and 15.6 kWh/100km
- 0 to 100 km/h: 8.5 s
- Top speed: 150 km/h
- Boot capacity: 420 litres
- Price: €37,490
5 November 2025
AURA AERO focuses on Florida and Defence to accelerate carbon-free aviation

Eva Pellerin

AURA AERO is taking a new step forward in its international ambitions by establishing a presence in the United States, on the Space Coast. The innovative company is also preparing to ramp up its presence in the military market with a clear dual strategy. Between industrial expansion and green innovation, the French manufacturer aims to become a global leader in aeronautics.

ERA, AURA AERO’s 19-seat hybrid-electric regional jet (Credit: AURA AERO)

A strategic site in Florida

AURA AERO has inaugurated its North American headquarters and first production site in the Embry-Riddle Aeronautical University Research Park. This move strengthens AURA AERO’s access to the world’s leading market for pilot training. It is also part of a drive to create an industrial bridge between France and the United States. The campus will also house a delivery and customer support centre dedicated to the INTEGRAL programme. These facilities will lay the foundations for the future development of ERA, a hybrid-electric regional aircraft.

The Florida site will host the first production line for the INTEGRAL family. These two-seater aerobatic aircraft will be available with piston engines, followed by a fully electric version. The American market has around 600 approved flight schools and more than 75,000 pilots. The strong demand for modern, cost-effective aircraft therefore represents a major opportunity. Recently certified by EASA, the INTEGRAL family is now targeting FAA certification.

The first hybrid-electric regional jet

In 2028, AURA AERO plans to open a 50,000 m² factory in Daytona Beach for the ERA aircraft. This 19-seat model aims to become the world’s first mass-produced hybrid-electric regional aircraft. It will be assembled on production lines in both France and the United States. The United States already accounts for one-third of ERA’s order commitments. The company anticipates this figure will increase to around half of the global total.

ERA claims more than 650 orders, valued at over $10.5 billion. The aircraft promises a significant reduction in noise and up to 80% fewer emissions. Its hybrid configuration involves eight electric motors supported by two turbogenerators. This architecture promotes efficiency and reduced maintenance costs. The opening of the site follows a partnership with Embry-Riddle dating back to 2023. Space Florida is also supporting this project, which will create more than 1,000 jobs.

AURA AERO’s INTEGRAL aircraft for pilot training (Credit: AURA AERO)

Strong political support in Florida

Local authorities welcome the choice of AURA AERO as proof of Florida’s aerospace leadership. Secretary of Commerce J. Alex Kelly highlights a dynamic driven by innovation and talent attraction. He recalls a journey that began at the Paris Air Show and was reinforced at Farnborough the following year. The state is banking on a new generation of aerospace industry that creates specialised and sustainable jobs.

Embry-Riddle sees this move as a unique opportunity for its students. President Barry Butler welcomes a concrete partnership around sustainable aviation. He refers to an enriched research ecosystem focused on hybrid and electric technologies. For its part, Space Florida is promoting a strategy aimed at attracting players who are redefining the future of air transport. The arrival of AURA AERO illustrates this ambition in a rapidly changing sector.

A strategy to accelerate military markets

In parallel with its expansion in the United States, AURA AERO is strengthening its defence capabilities. The company has appointed Air Force General (2S) Stéphane Mille to the position of Chief Defence Officer. This decision marks a significant step forward in the management of dual civil and military programmes. The General will lead discussions with the government and European partners to support this ambition. He will also be responsible for structuring a sovereign supply chain.

Former Chief of Staff of the Air and Space Force, General Mille brings more than thirty years of experience to the role. As a fighter pilot and key player in external operations, he has a thorough understanding of the needs of modern forces. His expertise will strengthen the operational relevance of the military versions of the INTEGRAL and ERA aircraft. He will also support the ramp-up of ENBATA, a sovereign multi-mission MALE drone.

General Stéphane Mille joins AURA AERO to head up its Defence business. (Credit: AURA AERO)

Three programmes to serve modern forces

INTEGRAL is an ideal aircraft for initial military pilot training. Its electric version promises significant reductions in operating costs and a winning ecological transition. The aircraft has already attracted interest from several foreign armed forces thanks to its versatility. Electric certification is scheduled for 2026, with deliveries starting in 2027. This aircraft could become a key component of next-generation training fleets.

ERA was designed for dual use from the outset. It can transport troops, carry out medical evacuations or perform special missions. Its ability to operate on short or unprepared runways increases its flexibility. It is a solution suited to a variety of theatres of operation. Entry into service is targeted for before 2030, supported by a solid international order book.

ENBATA, unveiled at the 2025 Paris Air Show, embodies French sovereign innovation in the field of drones. Its maximum weight is two tonnes with a payload of one tonne. Its autonomy can be up to 55 hours depending on the mission. Designed without ITAR dependency, it meets industrial sovereignty requirements. This programme is supported by major partners such as Safran, Thales, Aresia and Merio.

A breath of fresh air

With its presence in the United States and a strengthened defence strategy, AURA AERO is accelerating its global development. The company is positioning its technology to meet the ecological and strategic challenges of global aviation. Between civil and military ambitions, the French manufacturer wants to leave a lasting mark on the skies of tomorrow. Concerned with sovereignty and innovation, it is focusing on hybrid and electric solutions capable of transforming an entire sector.

5 November 2025