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On Tuesday 10 February 2026, the Taiwanese group ProLogium officially launched work on its battery gigafactory in Dunkirk, in the Hauts-de-France region, after announcing the project in 2023. Specialising in solid electrolyte batteries, the company is a key component of the French and European strategy to relocate the battery industry. The launch ceremony marks the start of work on a project estimated to cost €5.2 billion.

A strategic project for the European battery industry

Located in the Dunkirk industrial port zone, the future gigafactory is expected to employ up to 3,000 people and produce batteries for the electric car industry. According to data provided by ProLogium and reported by several media outlets, the target capacity would correspond to the equipping of 40,000 to 50,000 electric vehicles per year in the initial phase.

Industrial production is expected to start in 2028 (with a capacity of 0.8 GWh). Full operational capacity of 4 GWh is not expected until 2030, and the stated target of 12 GWh not before 2032. This delay in relation to the initial timetable is explained by the Group’s desire to produce the latest generation of batteries (Gen4).

Gen4 solid state batteries: technology at the heart of the project

The Dunkirk Gigafactory is located in a region that is already highly industrialised in terms of battery production. In fact, in this part of France known as the Battery Valley, three gigafactories have been operating for some time: ACC (a joint venture between Stellantis, Mercedes-Benz and TotalEnergies), AESC (a Japanese company owned by the Chinese Envision group) and the French start-up Verkor.

The difference with these “competitors” is that the ProLogium plant will produce so-called “solid” batteries, a technology considered to be one of the main areas of development in energy storage for electric vehicles. The Taiwanese company plans to manufacture its fourth-generation cells (Gen4) there, based on a solid electrolyte. The separator is made of ceramic rather than polymer, making the battery more resistant to shocks and less prone to fire.

This technology promises significant gains in terms of energy density, safety and durability compared with conventional liquid electrolyte lithium-ion batteries. The stakes are obviously high: large-scale industrialisation of this technology, which is still not widely available on the market but is eagerly awaited by carmakers.

A political and industrial ceremony

For a project of this scale, the launch took place in the presence of a number of government and local authority representatives. Roland Lescure, Minister Delegate for Industry and Energy, and Sébastien Martin, Minister Delegate for Industry, travelled to Dunkirk for the event.

French President Emmanuel Macron, who was visiting the ArcelorMittal site in Dunkirk on the same day, also spoke. From a distance, he hailed a “tremendous step forward”, which he saw as a symbol of French industry “in the process of taking off again”. An explicit message, especially as the reindustrialisation of the country is one of the government’s main objectives in a context of strong international competition in the battery value chain.

It should be noted that the French government is financing no less than €1.5 billion of the total investment of €5.2 billion.

A local presence and a desire to expand

As explained above, the choice of Dunkirk is not an insignificant one. It is part of a clear industrial rationale: access to port infrastructures, decarbonised energy and integration into an ecosystem already strongly focused on the energy transition and heavy industry.

For ProLogium, this French site is its first large-scale industrial facility in Europe. The Group’s aim is to build closer links with European carmakers, while at the same time joining the growing number of gigafactories in France and neighbouring European countries.

A new stage for electromobility in France

With the actual launch of the construction site, the ProLogium project enters a concrete phase, after several years of preparation. The future Dunkirk Gigafactory will strengthen France’s position as one of the major centres for battery production in Europe, alongside other projects already under way in the Hauts-de-France and Grand Est regions.

The next few months will be devoted to construction work and setting up the production lines, before the first phases of development, which should begin within the next two years.

On Monday 9 February, Ferrari unveiled the name and interior architecture of its very first 100% electric car: the Ferrari Luce. Presented in San Francisco, the world’s epicentre of technology and design, this announcement marks a major strategic turning point for one of the world’s most iconic carmakers, which is approaching electrification as a new field of expression in terms of design, engineering and driving experience.

“Luce”, more than a name, a vision

In Italian, Luce means ‘light’ or ‘illumination’. A choice that is far from insignificant. With this model, Ferrari is not simply naming a technological innovation, but asserting a philosophy: electrification as a means, not an end, and “where design, engineering and imagination converge to create something that didn’t exist before”.

With Luce, the Maranello-based brand is asserting its claim to silent yet powerful electrification, driven by clarity of design, precision of engineering and a clear vision of the future. It thus becomes the symbol of a sought-after balance between the sporting heritage dear to the Italian giant, radical energy innovation and the evolution of contemporary uses.

A strategic partnership with LoveFrom

To design this first 100% electric Ferrari, the Italian manufacturer has enlisted the help of a leading partner: LoveFrom. This creative collective was founded by Sir Jony Ive and Marc Newson, two former Apple designers whose work includes the iPhone and Apple Watch. For the past five years, the LoveFrom teams have been working closely with Ferrari on the entire Luce project, from the overall philosophy to the smallest details of the interface.

The choice of San Francisco for the development of this future jewel of technology is not insignificant. A veritable global epicentre of user experience and digital design, the city embodies the convergence between technology and a sense of use that Ferrari intends to place at the heart of its first electric car.

A cabin designed as a pure driving space

The first tangible element to be unveiled is the interior of the Ferrari Luce. Far from the overkill of screens that has become the norm in the world of electric vehicles, Ferrari has gone against the grain here. The cabin is designed as a streamlined, rational volume, entirely at the service of driving.

The press release from the transalpine brand reveals a hybrid interface. High-precision mechanical buttons, thumbwheels and physical switches remain central, complemented by multifunction digital screens, notably the central screen that swivels from right to left. Conceived from the outset as a coherent whole, the hardware and software are assembled in concert to offer intuitive and immediate controls, in keeping with Ferrari’s sporting and sensorial DNA.

A racing-inspired steering wheel and interface

The steering wheel alone embodies this synthesis of tradition and modernity. It will please combustion engine purists who were not thrilled at the idea of this iconic brand going electric. The steering wheel is inspired by the three-spoke Nardi steering wheel used on Ferrari sports cars of the 1950s and 1960s, and features a 100% recycled aluminium structure developed specifically for the Luce. It is 400 grams lighter than a conventional Ferrari steering wheel and incorporates analogue control modules directly inspired by Ferrari’s other historic branch, Formula 1.

Nothing has been left to chance: all the mechanical and acoustic feedback from each control has been subjected to more than twenty tests by the brand’s test pilots, to guarantee interaction that is as precise as it is satisfying.

An end-to-end rethink of the user experience

The digital interface is based on three separate screens: the driver’s binnacle, the central control panel and a rear display. The binnacle, mounted on the steering column, moves with the steering wheel to optimise information readability – a first for a production Ferrari.

The deliberately restrained graphics are inspired by the Veglia and Jaeger counters used on Ferraris in the 1950s and 1960s. The aim is clear: to reduce the driver’s cognitive workload by providing immediate access to essential information, like a watch face. The central screen features a hybrid dial: real hands on a digital background, capable of transforming into a clock, stopwatch or compass, depending on the driver’s needs.

Noble materials

True to its standards of excellence, Ferrari has paid extreme attention to the choice of materials. Recycled aluminium is CNC-machined from the mass, then integrated using a state-of-the-art process that guarantees strength, durability and depth of colour. The press release mentions the use of Corning® Gorilla® Glass to protect the screens, centre console and selector from scratches and impacts.

A long-prepared shift to electricity

The arrival of the Ferrari Luce is no surprise. Behind this first 100% electric Ferrari lies a strategy that has been underway for over a decade. From Formula 1 and the KERS system to the hybrid LaFerrari in 2013 and the SF90 Stradale in 2019, Maranello has gradually made electrification part of its DNA.

The turning point officially came in 2021, when Ferrari confirmed that it was working on an all-electric model, before confirming this trajectory in its 2022-2026 strategic plan. The opening of e-building in 2024 and the presentation of the model’s technology in 2025 paved the way.

An electric Ferrari, but resolutely Ferrari

The Ferrari Luce is the first 100% electric Ferrari. Above all, it embodies a clear determination: to sacrifice nothing of the emotion, driving pleasure and identity of the brand, while paving the way for a new generation of sports cars.

The full reveal of the model, including its exterior design, is expected in May 2026 in Italy. In the meantime, let’s let our imaginations create an even sportier and more technologically advanced model, rooted in the DNA of the prancing horse brand.

The new 2026 version of Formula 1 has finally taken to the track. At the end of January, behind closed doors on the Barcelona circuit, the teams carried out a first discreet collective run, without any significant lap times. Far from being a show, these tests were above all an opportunity to validate the new technologies developed by the manufacturers and to gauge the extent of the change. This was the first concrete glimpse of a regulation that marks the most profound change since the introduction of the hybrid era in 2014.

2026: a profound change

The 2026 regulations are an in-depth update that marks an almost complete reboot, both in terms of the engine and chassis.

While the F1 retains its 1.6-litre V6 turbocharged engine, its hybrid architecture has changed radically. The MGU-H has disappeared, eliminating one of the most complex and expensive elements of the current generation. The MGU-K, on the other hand, has seen its power almost triple, from 120 kW to 350 kW, or almost 475 electric horsepower.

The aim of this change is to achieve a near 50/50 split between internal combustion and electric vehicles, compared with around 80/20 today, all using 100% sustainable fuel.

In terms of chassis and aerodynamics, the 2026 cars are more compact and around 30 kg lighter. Active aerodynamics become central, with movable front and rear wings and two distinct modes: high downforce in corners and low drag in a straight line. DRS as we know it will disappear, replaced by a system combining drag reduction and electric ‘burst’.

The FIA’s promise is twofold: more agile single-seaters, less dependent on pure aerodynamic downforce, and a greater role for the driver in managing energy and modes.

Barcelona tests: a shakedown under close scrutiny

This first run took place from 26 to 30 January 2026 in Barcelona. Officially presented as a simple “shakedown”, a validation drive designed to check that the basic systems were working properly (starting, braking, cooling, reliability), it was in fact the first full-scale test of the 2026 F1 cars, with work already well advanced on engine integration, active aerodynamics and energy management.

The eleven teams were allowed to ride for up to three days each in a five-day window. All of this took place behind closed doors, without the public or the media, with very few images broadcast. The aim was not to put on a show, but to validate the technical aspects: to check that the new power units are working, that the active aero systems are reliable and that the cars can complete lap after lap without any major problems before the official tests in Bahrain, which start on February 11.

What the first rounds highlighted

Although information is still being filtered, a number of key trends have emerged from these initial tests, all linked to the interaction between the new hybrid engine and the aerodynamic design of the single-seaters.

The first major lesson is energy management.

Identified as a sensitive point in the simulations, it was confirmed in Barcelona as the heart of the 2026 challenge, directly linked to the new powertrain. With a much more powerful MGU-K, the battery discharges very quickly as soon as the driver tries to maximise performance in a straight line. The FIA has already shown that if the aerodynamics are overloaded, the electrical energy can run out before the end of the straight.

In Barcelona, the emphasis was on transitions between aerodynamic modes and on the ability to conserve energy to attack or defend at the end of the straight. Performance is no longer based on raw power, but on a constant balance between engine, battery and aerodynamics.

More demanding piloting

The cars are lighter and quicker out of corners, which improves agility. On the other hand, the simultaneous management of energy, aero modes and electric deployment phases adds an unprecedented layer of complexity for the drivers, who have to relearn how to tame this 1,000-horsepower beast.

Indeed, the FIA and the teams have announced that the learning curve will be more difficult than during the 2021 to 2022 changes: driving will become a more complex exercise in anticipation and management.

New hybrid engine: impressive power, but still a learning curve

The first media releases from the drivers and technical boards are unanimous: these new single-seaters are powerful and complex.

Mercedes driver George Russell spoke to ESPN and described the electric power as “quite impressive”. He is probably talking about the highest top speeds ever seen in Barcelona when the electrics are fully deployed. What’s more, he says, driving is instinctive and the reduction in size of the cars is appreciable. Mercedes engineers confirm that the torque and acceleration are particularly noticeable when the battery is fully charged.

Also from the German manufacturer, Andrew Shovlin, Director of Engineering, commented. He added that, in terms of feel, while the drivers had previously been confined to simulator tests, the real-life behaviour on the track was better than some of the champions had expected.

But of course, as we explained earlier, the new regulations mean that the drivers have to adapt and learn. On this subject, Liam Lawson (Racing Bulls) explains that he has “not yet fully grasped” everything he has to deal with, and that it will take the Bahrain tests to really master the options available in terms of energy modes and attack/defence in the race.

A phase of understanding before performance

These Barcelona tests mark the start of an essential phase: that of understanding and apprehension. The teams will now be analysing the data they have gathered before introducing changes as early as the Bahrain tests.

Above all, this first drive confirms one thing: F1 2026 will be neither a simple continuation nor a Formula E in disguise. It promises to be a discipline more focused on energy efficiency, power strategy and active driving.

On 5 February 2026, Antonio Filosa, CEO of Stellantis, and Oliver Blume, Chairman of Volkswagen’s Management Board, co-signed a joint opinion piece published in Les Echos, Il Sole 24 Oreet and Handelsblatt, in the name of protecting the European automotive industry. A strong signal sent to Brussels at a critical time for the European automotive industry, and more particularly for the transition to electromobility.

A forum born of crisis

This initiative comes shortly before key decisions on the future European industrial framework, in a climate of growing tension. Sales are slowing down, margins are shrinking and international competition, particularly from China, is intensifying. As Stéphane Séjourné, Vice-President of the European Commission, warned in an AFP interview in March 2025: “The European automotive industry is in mortal danger”.

For Stellantis and Volkswagen, the facts are clear: Europe faces a major strategic dilemma. Either it remains an automotive industrial powerhouse, representing nearly 8% of European GDP and 13 million jobs, or it is content to become a mere destination market for vehicles designed and produced elsewhere.

Competition deemed structurally unbalanced

At the heart of the letter, the two leaders point to what they see as unfair competition. Some importers benefit from much lower production costs, linked to less stringent social, environmental and energy standards, while gaining free access to the European market.

The transition to electricity is amplifying this asymmetry. Electric vehicles rely on critical supply chains – batteries, power electronics, rare earths – that are largely dominated by Asia. Added to this is a paradox: Europe is investing massively in gigafactories and a local battery industry, while at the same time coming under increasing pressure to offer ever more affordable EVs, which encourages the import of low-cost components from abroad and increases strategic dependence.

“Made in Europe”: a structuring proposal

To break this deadlock, Stellantis and Volkswagen are proposing the creation of a “Made in Europe” label for electric vehicles, with clear and verifiable criteria. These would include

• vehicle production and assembly,
• R&D,
• the electric drive train,
• battery cells,
• major electronic components.

This label would provide access to a number of levers: clear identification for consumers, targeted national purchasing aid and priority access to public contracts.

A CO₂ bonus to rebalance costs

Another central proposal is the introduction of a regulatory CO₂ bonus for “Made in Europe” electric vehicles. The aim is to offset the extra costs associated with more demanding local production, not through customs duties, but via emissions regulations.

In practical terms, a manufacturer that largely complies with the “Made in Europe” criteria could benefit from a bonus applicable to its entire fleet. The savings made on CO₂ penalties would then be reinvested in European industrial facilities, rather than lost to foreign competition.

The two leaders stress that these are targeted incentives, designed to create genuinely fair competition on the European market.

A meaningful alliance

To see Stellantis and Volkswagen, direct competitors, speaking with one voice is in itself revealing of the importance of the situation. The initiative is clearly aimed at influencing the European Commission’s future ‘Automotive Package’, expected to be the industrial roadmap of the electric decade.

The stakes are high. In 2025, Stellantis sold around 5.8 million vehicles worldwide, down on 2024, with a share of electric vehicles in Europe of around 12%. Volkswagen, with around 8.5 million sales, remains the European leader in EVs (nearly 18%), but says it is increasingly vulnerable to Chinese imports, despite investing more than €30 billion in batteries.

Electromobility at the heart of the debate

The forum focuses explicitly on the electric vehicle. Today, nine out of ten cars sold in Europe are still produced locally, but this reality could rapidly change if the transition to electric vehicles takes place without a protective industrial framework.

Without appropriate support mechanisms, investment in gigafactories, power electronics and European assembly lines could become unprofitable. The risk, according to the two leaders, is that of massive relocations and, ultimately, a lasting weakening of Europe’s ability to offer competitive electric vehicles.

A two-pronged electricity transition

The message is clear: the success of electromobility in Europe depends on a delicate balance. Electric vehicles must be accessible to consumers, but they must also be produced locally, within a social and environmental framework that is consistent with Europe’s ambitions.

This strategic alert goes far beyond the interests of the two groups and raises a central question: what place does Europe still want to occupy in the automotive industry of the future?

Chinese giant CATL has lifted the veil on a new generation of battery known as the “5C”, claimed to be capable of withstanding ultra-fast charging while maintaining a service life of over a million kilometres. If confirmed on the road, this announcement could remove one of the last structural obstacles to the mass adoption of electric vehicles.

5C battery: what are we talking about?

The term “5C” refers to the maximum charge rate accepted by the battery. In practice, this means that the battery can be charged at a power equivalent to five times its hourly capacity. To illustrate this definition, a 5C-compatible 80 kWh battery can theoretically accept up to 400 kW.

Under optimum conditions, this level of power means that the vehicle can be fully recharged in around twelve minutes. And the main change is that the charging limit no longer comes solely from the vehicle’s electrical architecture (400 or 800 volts), but from the cells themselves, designed to withstand very high currents without accelerating their degradation.

An exceptionally long service life

CATL’s most spectacular figures relate to battery life. In fact, the manufacturer is claiming much better performance than current lithium-ion batteries, including repeated rapid charging.

According to data released by CATL and picked up by several technical media, the Chinese giant’s new batteries have an extremely long life:
3,000 complete cycles at 20°C, 5C, with 80% residual capacity. This will enable EVs to cover up to 1.8 million kilometres, assuming a reference range of 600 km.
Under extreme thermal conditions (the enemy of batteries), 1,400 complete cycles at 60°C, still at 5C, with 80% of capacity remaining, will be possible. That’s around 840,000 kilometres.

These figures explain why we’re talking about batteries that last almost forever. CATL insists on one key point: ultra-fast recharging is no longer a compromise, but normal use, with no penalty on lifespan.

Highlighting technical innovations

To reconcile 5C charging and long life, CATL explains in the announcement video, published on 29 January 2026, that it has worked on several critical points of current lithium-ion batteries.

• Electrodes that stand up better over time
  • A component added to the inside of the battery helps to form a stronger protective layer. This barrier limits the minor damage that occurs during rapid recharging and helps to preserve the battery’s performance for longer.
• A better protected cathode
  • Thanks to a more uniform coating, energy flows more evenly. The result: fewer brittle areas and less premature wear, particularly during high-power loads.
• A separator that reacts to heat
  • The battery also incorporates an element capable of adapting when the temperature rises. This slows down certain exchanges within the cell, reducing the ageing of the battery and improving safety.

Redesigned thermal and electronic management

The Battery Management System (BMS) directs cooling to the hottest areas of the pack, rather than applying uniform cooling. This reduces the thermal gradients between cells and evens out their ageing.

This 5C battery follows on from previous generations of CATLs, in particular the Qilin 4C battery unveiled in 2022, which is already capable of very fast charging.

Outstanding battery life for the CATL 5C

In Europe, vehicles change hands or are scrapped after having travelled an average of 150,000 to 220,000 km, all engines combined. In France, for example, scrapped cars have travelled an average of 211,000 km at the last roadworthiness test, i.e. a total of almost 220,000 km after their last mileage. The differences by fuel are clear: diesel cars reach around 250,000 km at the MOT, while petrol cars are at around 180,000 km. Across Europe, the average age of vehicles to be destroyed is 19.9 years, with a cumulative mileage of around 200,000 km over the vehicle’s lifetime.

In this context, the CATL 5C battery is a real revolution. With a theoretical lifespan of 1.8 million kilometres, it can survive a first vehicle and then three or four occasions, before being reused in a second stationary life. In practical terms, this represents 8 to 9 times the average lifespan of a European car.

Clearly targeted uses

CATL makes no secret of the fact that this technology is primarily intended for intensive use, where fast charging is a daily requirement, such as taxis and VTCs, delivery vehicles and light commercial vehicles.

In the video presentation, the batteries were tested in extreme heat conditions to, according to the manufacturer, “simulate summer in Dubai”. It is therefore targeting very hot markets (southern China, the Middle East, India), where batteries suffer particularly during high-power charging.

Which vehicles, and when?

At this stage, no specific model has been officially announced. CATL is presenting a cell and pack technology, without naming any customer manufacturer or production date.

However, the vehicles that could potentially be equipped with this technology are likely to be top-of-the-range Chinese models or fleet models (taxis, shuttles, commercial vehicles), then, in the medium term, European or American electric vehicles already using CATL batteries, capable of accepting power ratings of 300 to 400 kW.

Technically, the 5C battery is compatible with 400 or 800 volt platforms.

Promises to be confirmed on the ground

One essential point of caution remains: the figures put forward by CATL are based on internal tests and manufacturer communications. Furthermore, the exact energy density, precise chemistry and cost per kWh have not been detailed, which means that for the time being it is impossible to judge how competitive it really is compared with batteries already on the market.

If the announced performances are confirmed in real-life conditions, this 5C battery could mark a turning point: ultra-fast recharging would no longer be a technical brake, but a standard of use, including for vehicles expected to cover several hundred thousand kilometres.

This decision has been eagerly awaited by the electromobility industry. The weight-based tax on electric cars weighing more than 2.1 tonnes from 1 July 2026 has been definitively removed from the Finance Bill (PLF) for 2026. The final adoption of the text by the National Assembly on Monday 2 February 2026 means that this controversial measure has been dropped after several months of debate. Electric vehicles will therefore remain fully exempt from the weight-related penalty over the period 2026-2028, unlike combustion and hybrid engines.

A tougher weight penalty… but without EVs

The plan to impose a weight-based penalty on vehicles driven in France was launched in 2022. The aim: to encourage more fuel-efficient cars. As a reminder, the weight-related penalty is a tax applied to the purchase of a new car deemed to be too heavy. The more the vehicle exceeds a certain reference weight, the more the buyer pays. Initially, the tax was aimed mainly at the heaviest combustion-powered vehicles, but as part of the 2026 Budget Bill, the government plans to tighten the system considerably.

The general threshold was to be lowered to 1,500 kg (from 1,600 kg in 2025), with a progressive scale: €10/kg between 1,500 and 1,800 kg, €20/kg from 1,800 to 2,100 kg, and €30/kg above that. For electric vehicles, a total exemption was maintained until 30 June 2026, before the introduction of an allowance of 600 kg to compensate for the weight of the batteries, bringing the effective threshold to 2,100 kg. Beyond this threshold, only models with a sufficient eco-score, defined by the decree of 24 June 2025 and based on production, use and recycling criteria via ADEME, would have escaped taxation. The others would have been subject to the excess mass penalty.

Concrete impacts feared by the industry

In its initial version, according to Go-Electra, the scheme would have affected around 30% of new electric vehicles sold in France, mainly family SUVs and top-of-the-range models. A Peugeot e-3008, for example, weighing in at 2,183 kg, would have been hit with a penalty of around €830, while a BMW iX xDrive50 (2,585 kg) would have been penalised to the tune of almost €4,850. Conversely, compact models such as the Renault 5 E-Tech would have remained completely exempt.

What’s more, according to estimates by the PFA and the CCFA, sales of electric vehicles would have fallen by 10 to 15% by 2026, or around 20,000 units out of the 150,000 to 180,000 EVs expected annually in France. In all, French carmakers would have lost €500 million in sales.

But while this measure would have been a handicap for manufacturers, the government’s stated objective was clear: to reduce the average weight of electric vehicles. Today, the average weight of an EV is close to 1.9 tonnes, compared with 1.4 tonnes for internal combustion vehicles. Ecologically, the idea is understandable: to limit the carbon footprint associated with batteries, and to target imported heavy electric models in particular.

A decision to abolish the scheme following a major mobilisation

So why is it being scrapped? Back in the autumn of 2025, during the first readings of the PLF 2026 in the Senate and the National Assembly, the weight-based penalty applied to EVs provoked strong reactions, and the French automotive industry exerted intense pressure, led in particular by the PFA, the CCFA, Renault and Stellantis.

Prior to this announcement, manufacturers were already warning of the risk of a sudden halt to the transition to electricity, in a context constrained by the ZFEs and the gradual end of certain forms of support. But the good news is that at the end of January 2026, a deletion amendment was finally adopted in committee, resulting in the outright withdrawal of article 47 bis from the text, before the government had to invoke its responsibility under article 49.3.

On 2 February 2026, the French National Assembly definitively adopted the PLF without the weight-based tax on electric vehicles. Enactment in the Journal Officiel is expected in mid-February.

A clearer tax framework for electromobility

The final weight-based allowance scale for 2026 will therefore apply only to internal combustion and hybrid vehicles. Plug-in hybrids will retain a 200 kg allowance, while the allowance for micro-hybrids will be abolished from 2027.

For electromobility, the decision brings visibility: EV sales could rise by 15-20% in France by 2026, according to Avere-France. Renault, the market leader with a market share of almost 30% and sales of 150,000 electric vehicles by 2025, will benefit directly from this more favourable framework, particularly for its family models.

While the weight-based penalty has been dropped, other measures continue to provide a framework for the development of electromobility: increased quotas for electric vehicles in company fleets, the continuation of the CEE bonus subject to an eco-score, and the gradual tightening of low-emission zones (ZFE). In other words, the transition to electric vehicles is continuing, within a framework, but without any direct tax penalties linked to weight.

In the run-up to its commercial launch in France, scheduled for spring 2026, the Chinese duo OMODA & JAECOO, subsidiaries of the Chery group, are unveiling an extensive warranty policy designed to support their entire electrified range and reassure a market that is still wary of new entrants.

A comprehensive 7-year warranty on the entire electrified range

On 4 February 2026, OMODA & JAECOO issued a press release announcing a manufacturer’s warranty of 7 years or 150,000 kilometres on all models sold in France, irrespective of the electrified powertrain concerned:

• 100% electric vehicles (BEV),
• Plug-in hybrids (PHEV),
• 48 V light hybrids (MHEV).

And this warranty is called “comprehensive vehicle”, meaning that it covers all mechanical and electronic components, excluding wearing parts. According to the press release, it applies from the moment of purchase, with no optional extensions, and is one of the longest periods offered on the French market.

This is a conscious choice for a manufacturer just starting out in Europe: to offer a level of protection comparable to the segment’s historic benchmarks, and much higher than the two-year European legal minimum still widely practised by generalist brands.

Specific cover for electric motors

For electric and rechargeable hybrid vehicles fitted with a high-voltage battery, OMODA & JAECOO adds a dedicated warranty for the electric drive train. The components concerned (battery and electric drive unit) are covered for 8 years or 160,000 kilometres, with a clear commitment to durability: battery capacity is guaranteed to be at least 75% over this period.

This level of cover is in line with the standard currently adopted by the electric vehicle industry, where the majority of manufacturers communicate 8-year warranties with a minimum capacity threshold of between 70% and 75%. OMODA & JAECOO is therefore seeking to align itself with practices that are considered mature and reassuring for customers.

Extended assistance and additional guarantees

The brand rounds off its range with 24/7 roadside assistance, included as standard for two years, then extendable to seven years if servicing is carried out in an approved network.

There are also additional guarantees:

• paint: 3 years,
• anti-corrosion: 12 years, with no mileage limit.

The warranty is also transferable in the event of resale in the European Union, a key point for value on the second-hand market, which is particularly scrutinised for electrified vehicles.

How is OMODA & JAECOO positioned in relation to other manufacturers in France?

On the French market, warranty policies continue to vary widely from one manufacturer and engine to another.

Kia, Hyundai and MG all offer extended warranties, often between 5 and 7 years, and have played a major role in making these terms commonplace in the electrified segment.

On the other hand, many generalist European manufacturers such as Renault, Peugeot, Volkswagen, Citroën and Opel still stick to the statutory two-year warranty, possibly supplemented by paid-for extensions or included in certain financing packages.

For electric vehicles, on the other hand, the battery warranty is a common base: 8 years or 160,000 km in the vast majority of cases, with guaranteed capacity thresholds that are relatively similar from one manufacturer to another.

In this landscape, OMODA & JAECOO adopts an intermediate but clear position:

• among the best for comprehensive vehicle cover,
• in the battery standard.

A strong choice by a new entrant

For the Chinese manufacturer preparing to enter the French market, the warranty policy plays a key role. It sends out a message of confidence to buyers, at a time when electrified vehicles are becoming more widely available but are still subject to high expectations in terms of reliability, running costs and resale.

With this announcement, OMODA & JAECOO is clearly seeking to establish a long-term presence on the French market. This choice is consistent with the gradual expansion of its network, announced at 74 sales outlets at launch, with a target of 130 sites by the end of 2026.