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Long confined to the margins of electromobility, electric retrofitting, which refers to the electrification of internal combustion vehicles, is attracting more and more private individuals and professionals. Arnaud Pigounides, founder of Retrofuture and a pioneer of the sector in France, talks to ECO MOTORS NEWS about the technical, economic and regulatory challenges that lie behind the vintage elegance of old cars that have been retrofitted with watts.

” Retrofitting means keeping the pleasure, but getting rid of the problems “. That’s how Arnaud Pigounides sums up the electrical retrofit of old vehicles. It’s a phrase that perfectly embodies the philosophy of this entrepreneur who, for nearly 10 years and with the launch of Retrofuture, has been giving a second life to old vehicles by replacing their internal combustion engine with a 100% electric motor. At the time, the practice was not even legally regulated in France. Today, it is governed by a strict framework, the fruit of a long process of awareness-raising and industrial alliances. ” I was the first to do it in France, long before it was officially recognised. It has its advantages… and its disadvantages “, smiles the man who has now expanded his business by creating the REV Mobilities group, whose activities also include retrofitting buses, commercial vehicles and worksite vehicles.

Electrical retrofitting of older vehicles, for which profiles?

Arnaud Pigounides identifies three main types of customer for classic car retrofits. Firstly, wealthy enthusiasts, often collectors, who want to enjoy their prestige vehicle without the mechanical and environmental constraints of combustion engines. “Then there are those who want to drive a retrofitted Aston Martin or Rolls on a daily basis. These are often people from upper-income brackets, bankers and executives, who also have the internal combustion version in their garage. Then there are the professionals. And not just for recent buses and vans. Hirers of vintage vehicles, which are used for public events, are looking for a retro look while being able to rely on a reliable, economical vehicle that complies with low-emission zones (ZFE). ” For example, we have a customer who has converted an old Volkswagen Combi into an electric beer tapping machine for weddings and festivals. It’s economical, reliable and fits into Paris. Finally, the entrepreneur is seeing a new audience emerge: private customers who are convinced that electric retrofitting makes more sense – economically and ecologically – than buying a new vehicle. ” Some people would rather retrofit a Fiat 500 or Defender for €20,000 or €30,000 than invest in an electric city car, which can be more expensive and full of electronics, which they consider useless.

Small steps towards democratisation

Despite its potential, retrofitting remains a niche sector. The main obstacle to large-scale expansion? Speed. You don’t retrofit a car the same way you change a tyre – you may have to wait six or even nine months. Behind this difficulty lies the sinews of war: money. ” We can’t stock kits in advance in every garage. A stock of 1,000 kits at €20,000 each means €20 million tied up. No French player yet has this capacity “. Especially when the vast majority of customers use a third party to finance their purchase on credit. For the moment, then, the cash in the coffers of retrofitters doesn’t allow them to move any faster.

Another obstacle is certification. Each kit has to be certified for a specific model. ” Even between a Citroën Jumper and a Renault Master, you can’t use exactly the same batteries. Three centimetres difference in the chassis and everything changes “. As a result, only a few models, chosen by each retrofitter according to its suppliers, are available today.

But can we ever imagine a universal kit, adapted to any model? Modular batteries and adaptable engines are being studied, but 100% standardisation is out of the question: ” A 2CV can’t be fitted with a 200bhp engine. You have to respect the structure and weight of the vehicle.

European harmonisation, for which Arnaud Pigounides and his colleagues are currently fighting, could also make a big difference. ” Today, a Fiat 500 bought in Portugal and retrofitted in France is only approved for France. This is absurd. In 2026, we’ll have common regulations, at least for commercial vehicles and heavy goods vehicles. That will open up the market. Then, we hope, it will be extended to all vehicles “.

There is also one final difficulty, but above all it is the guarantee for the customer that he is buying a vehicle that will stand the test of time and not be a financial drain: the ten-year guarantee. Then, unlike some foreign retrofitters who install second-hand batteries and motors from damaged vehicles, in France we use new batteries made to order and motors specially designed for electrical retrofitting. No do-it-yourself, which is reassuring, but it is also a further brake on rapid large-scale development in Europe.

Revenge for the unloved, without the smell of petrol

Retrofitting is also an opportunity to give cars that have been unfairly sidelined a second lease of life. At Rétrofuture, the focus is on forgotten models from the 80s and 90s. ” There ‘ s a huge demand for Jaguar XJs, even Rolls-Royces from the 90s. These cars were disparaged because of their engines and their ratings are relatively low, but once electrified, they become desirable, reliable and unique.

The same goes for small convertibles, which, with very few exceptions, are now shunned by manufacturers who prefer to produce SUV after SUV. By retrofitting MGBs or Triumph Spitfires, an entire lifestyle and driving philosophy can be revived.

So, is retrofitting a viable solution? According to Arnaud Pigounides, the answer is yes, as long as you understand its limits and potential. Retrofitting won’t replace mass production by manufacturers, but it does offer a credible alternative for specific uses, targeted populations and, above all, more rational mobility. ” The average daily journey for a French person is 20 km. Our customers aren’t looking to tour France. So why buy a new vehicle that you don’t like, when you can have a car that looks good, is electric, reliable and doesn’t smell of petrol ? In short, it’s a way of reconciling the past and the future on four wheels.

Quiet and clean, electric boats are undoubtedly the future of pleasure boating. But while they embody a new way of sailing, there are still a number of obstacles to their widespread development.

According to studies by Data Bridge Market Research and Mordor Intelligence, the global market for electric boats is set to grow by 11.2% to 12.65% a year between now and the end of the decade. This global momentum is also reflected in France, particularly in Paris, where the famous Vedettes have recently embarked on their energy transition. But despite these promises, yachting – if we compare its transition to that of the car industry – still seems to be standing still. The Association Française pour le Bateau Électrique (AFBE) and AKWA Experience, which hires out electric boats in Paris, give ECO MOTORS NEWS a realistic yet optimistic look at the state of electric boats in France.

Boats that are still too costly and infrastructure that is in short supply

” It’s a small-scale industry, which makes the energy transition much more complex and costly “, explains Yannick Wileveau, Chairman of the AFBE. Like cars, electric boats still suffer from the high cost of engines and batteries, to which must be added the “made-to-measure” aspect that adds a little more to the bill.

In fact, the price of electric boats remains one of the major obstacles to the energy transition in recreational boating. To address this, the AFBE is promoting co-ownership models or membership of yacht clubs. “ Sharing a boat makes the initial investment profitable, while reducing the need for harbour berths “, Brusset points out.

It’s enough to shake up the habits of boat owners. And that’s not the only thing that needs to change! In fact, according to Christophe Brusset, Secretary General of the AFBE, the challenge is not just a technical one: ” Going electric also means changing the way you sail. Less speed, more calm, and more attention to the environment. This environmental aspect is not just about zero emissions, but also about preserving aquatic flora and fauna.

Another lever for convincing boat owners to switch to electric power is the development of recharging infrastructures, which are still largely inadequate. And it’s a vicious circle, because fewer boats mean fewer infrastructures, and fewer infrastructures mean fewer boats. So, just as was done for the car industry, which was in the same situation a few years ago, the AFBE believes that local authorities, the State and Europe need to use subsidies and tax breaks to encourage the purchase of electric boats on the one hand, and the installation of recharging stations on the other.

In Paris, an experience that’s sure to win you over

It’s clear: the development of electric boats will require a change in user philosophy. And it’s this change in mentality that AKWA Experience is working on from the Canal de l’Ourcq, in the 19th arrondissement of Paris. Its fleet of 100% electric, licence-free boats is proving a great success. “ Our customers often talk about a magical, timeless experience. They rediscover Paris from another angle, in the heart of the city, but far from its hustle and bustle “, says Rodrigue Faleme, the company’s managing director.

Offering prices tailored to young people, pensioners, local residents and the underprivileged, AKWA Experience sets its sights high: ” Our objective is clear: to democratise electric navigation and raise awareness of the need to protect our river heritage. The company regularly organises events at its base, including canal clean-ups.

Optimism as a course

While there are still many obstacles to the acceleration of the electrification of the yachting industry, the momentum is well underway. Proof of this is the arrival of 100% electric and hybrid models in the catalogues of the major marine brands, such as Bénéteau’s Four Winns H2e and the Riva El-Iseo: ” It is these models, designed from the outset for electric power, that will drive the market in the years to come ,” predicts Yannick Wileveau.

In the meantime, pioneers like AKWA Experience, as well as their competitors in Paris and elsewhere, are leading the way and playing an active part in changing attitudes. By 2035, the AFBE even believes that electric yachting could well be the norm rather than the exception. In the meantime, it’s already a nice glimpse of what silent, less polluting boating could be like… and it feels good!

And what about the sea?

While electric river navigation is gaining ground, it is also beginning to make inroads at sea. Several shipyards are now developing electrically-powered catamarans and coastal launches, some of them hybrids, suitable for short sea trips. Autonomy is still limited by battery capacity, but innovations such as solar recharging and hydroelectricity are opening up new prospects. In sensitive coastal areas, such as marine reserves, electric boats help to preserve ecosystems. In Scandinavia, electric ferries have been developing for 10 years, notably the MV Ampere in Norway, the world’s first 100% electric ferry, launched in 2015.