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In the face of a global slowdown in sales, the Franco-Italian-American group has unveiled an ambitious plan for technological revitalisation focused on innovation (software and AI). More than a hundred new models (including facelifts) will be launched by 2030. Among the 14 brands, Peugeot, Jeep, Fiat and RAM will be the main focus of investment, whilst the other brands will strengthen their regional presence. All will benefit from a new multi-energy platform that will enable significant cost reductions and greater industrial agility.

An ambitious plan to reposition Stellantis within the global automotive industry 

At its ‘Investor Day’ held in Auburn Hills, Michigan, Stellantis unveiled ‘FaSTLAne 2030’, an ambitious five-year strategic plan worth €60 billion designed to accelerate its growth, boost profitability and firmly reposition the group within the global automotive industry.

Led by CEO Antonio Filosa, this plan marks a new phase for the Franco-Italian-American manufacturer, with a renewed focus on the most profitable brands, global technologies and a more region-led organisational structure.

“This plan is the result of several months of hard work. It is designed to drive long-term profitable growth. “We want to bring people closer to the brands and products they love and trust,” explains Antonio Filosa. “We are building on exceptional talent, the strength of our global presence, and unique brands that connect and inspire. Finally, the benefits of our ‘win-win’ partnerships strengthen our ability to realise our ambitions.”

Four iconic brands at the heart of the strategy

As the first step in its “FaSTLAne 2030” strategy, Stellantis is streamlining its product strategy around four priority global brands: Jeep, Ram, Peugeot and Fiat. These long-established manufacturers will account for 70% of the group’s product and technology investments, alongside Pro One, the division dedicated to commercial vehicles.

Stellantis also plans to launch more than 60 new models and 50 facelifts by 2030, as part of a wide-ranging multi-energy strategy:

– 29 fully electric (BEV) models

– 15 plug-in hybrids (PHEVs) or extended-range electric vehicles (EREVs)

– 24 conventional hybrids (HEV)

– 39 petrol or mild-hybrid models

The so-called ‘regional’ brands — Citroën, Opel, Alfa Romeo, Chrysler and Dodge — will continue to benefit from the group’s new platforms and technologies, whilst further emphasising their local distinctiveness.

Originally launched as premium brands, DS Automobiles and Lancia will be repositioned as niche brands, managed by Citroën and Fiat respectively. Finally, Stellantis plans to revitalise Maserati with the launch of two new E-segment models. A detailed roadmap will be presented in December 2026 in Modena.

STLA One: the new global ‘multi-energy’ platform

From an industrial and technological perspective, “FaSTLAne 2030” is based on a strategy of standardisation and large-scale sharing of resources. The group will invest more than €24 billion in global platforms, powertrains and technologies. By 2030, half of Stellantis’s production volume will be based on three platforms, including the new STLA One architecture.

This platform is set to merge five existing platforms into a single modular architecture capable of supporting B-segment city cars, C-segment compacts and D-segment family cars. This shared technical platform therefore enables the manufacture of very different vehicles, whilst reusing up to 70% of components. Put simply, a future compact Peugeot, a Jeep SUV or an Opel saloon could share the same basic structure, electronic components and certain mechanical parts.

Objective: to reduce costs and speed up development. Stellantis is therefore aiming to produce 2 million vehicles a year by 2035 and achieve a 20% profit margin thanks to this new manufacturing facility. Above all, however, Stellantis is reaffirming its multi-energy strategy, rejecting the forced shift towards an all-electric future. The group will therefore continue to develop the following in parallel:

– electric models,

– hybrids,

– plug-in hybrids,
– latest-generation internal combustion engines.

As regards electric vehicles, the STLA One is designed for ‘cell-to-body’ integration, meaning that the battery is incorporated directly into the vehicle’s structure. This results in greater rigidity, reduced weight, more interior space and cost savings. Furthermore, this platform will be compatible with an 800 V electrical architecture, enabling ultra-fast charging for the group’s future electric cars.

Artificial intelligence at the heart of Stellantis’ future vehicle

Lagging behind Chinese manufacturers in particular, the group also intends to step up its efforts significantly in the areas of software and artificial intelligence, which account for a significant proportion of the added value of EVs in particular. Three major technological pillars will be established:

– STLA Brain: a new centralised electronic architecture

– STLA SmartCockpit: a new human-machine interface

– STLA AutoDrive: a scalable autonomous driving system

From 2027, these technologies will begin to be rolled out on a large scale. Stellantis aims to have 35% of its global vehicle output equipped with at least one of these solutions by 2030, rising to over 70% by 2035. To accelerate this transformation, the manufacturer is forging a growing number of strategic partnerships with technology firms such as NVIDIA, Qualcomm, Mistral AI and CATL.

Leapmotor, Dongfeng, Tata: Stellantis’s new partners

The other key focus of the plan is industrial partnerships, which are set to develop more rapidly. Through the Chinese brand Leapmotor (in which Stellantis holds a 51% stake in the international joint venture), the group aims to strengthen its competitiveness in the affordable electric vehicle market and pool procurement and manufacturing capacity, particularly at its Spanish plants in Madrid and Zaragoza.

In China, Stellantis is reviving its partnership with Dongfeng to produce new Peugeot and Jeep models for the Chinese market as well as for export. The group is even planning a future European joint venture with Dongfeng, which could get underway soon at the Rennes plant. The site in Brittany, which currently assembles the sole Citroën C5 Aircross, has excess production capacity and would welcome the arrival of a new model – even a foreign one – to ensure the long-term future of the plant and its jobs.

Finally, there is talk of partnerships with Tata and Jaguar Land Rover to boost industrial competitiveness in various regions around the world, such as India and Latin America.

A major industrial restructuring in Europe

To successfully implement this ambitious plan, an industrial reorganisation is required. In Europe, Stellantis plans to reduce capacity by more than 800,000 units through site conversions and industrial partnerships, whilst pledging to safeguard jobs. Peugeot’s historic site in Poissy is one of the factories set to undergo changes. The objective is clear: to increase the capacity utilisation rate of European factories from 60% today to 80% by 2030. In the United States, Stellantis is also aiming for 80% capacity utilisation through increased production volumes.

Drastically reduced development times

Like other major manufacturers, the carmaker aims to reduce the development time for a new vehicle: from the current 40 months to just 24 months. In the medium term, the plan envisages annual savings of €6 billion by 2028, a massive improvement in quality and the increased use of artificial intelligence in industrial operations (more than 120 applications already deployed).

“FaSTLAne 2030” is set to revitalise the international group, which comprises 14 brands, and restore a more proactive momentum following several months of internal tensions and a slowdown in sales in certain markets. Stellantis is now focusing on a more agile organisation, a refocused product range and a technological ramp-up to defend its position among the world’s leading automotive manufacturers.

At the 2026 New York International Motor Show, Hyundai unveiled the Boulder Concept. A body-on-frame 4×4 with a bold design, it offers a glimpse of a mid-size pick-up expected around 2030. But behind the product itself, the Korean manufacturer is primarily posing a strategic question: how does a major player in electric mobility establish itself in a segment that has historically been dominated by internal combustion engines, is highly codified, and has been dominated for decades by the Americans and the Japanese?

New York, the right place for this message

Hyundai could have unveiled this concept at a motor show with a stronger focus on technology or electric vehicles. But it chose New York – the market where 4x4s are most successful, given American tastes. Indeed, it is in the US that the Jeep Wrangler, Ford Bronco and Toyota 4Runner are sold, three models that the Boulder is directly targeting, even if it doesn’t name them.

The concept builds on the Hyundai Crater, unveiled in 2025, but with an approach that this time seems more structured and closer to actual production. This high-profile unveiling feels more like a statement of intent than a formal exploration. 

First, the architecture: a separate chassis – a choice with serious implications

The most important aspect of the Boulder isn’t its design. It’s its technical underpinnings. The project is based on a future body-on-frame platform. This term means that the chassis is separate, as is typical of large American 4x4s and pick-up trucks. The manufacturer has promised that this chassis is intended to form the basis of a pick-up truck around 2030.

This choice says something fundamental about Hyundai’s ambitions. Because without a separate chassis, there is no serious towing capability, no real off-road capability, and therefore no real credibility in this segment, where the car is very often a genuine workhorse. 

As for the Boulder’s powertrain, Hyundai has not yet confirmed any specific engine options. The door remains open to hybrid or electrified solutions, but nothing has been finalised at this stage. What is clear, however, is that the manufacturer is keeping all options open, and that its overall electrification strategy provides a framework for this project.

A design that doesn’t try to please everyone

The Boulder adopts the brand’s “Art of Steel” design language, but takes it in a direction that is radically different from that of the Ioniq or the Tucson (the brand’s best-seller). It’s plain to see: this is clearly not a model with flowing lines, nor one that optimises aerodynamics, nor one with taut surfaces. Instead, much like what Range Rover has achieved with the Defender, we’re dealing with massive volumes, sharp angles, broad and compact proportions, and clearly visible protective elements.

For the manufacturer, this is typically a vehicle designed to be practical, and that is precisely what makes it a credible contender in this segment. The interior follows the same philosophy: reinforced materials in high-contact areas, plenty of physical controls, modular surfaces, and a layout designed with outdoor and professional use in mind. Hyundai has also incorporated a digital assistance system designed for off-road driving, an area where the brand can set itself apart from its long-standing competitors thanks to its lead in on-board electronics.

What the Boulder tells us about Hyundai’s strategy in North America

It would be simplistic to view the Boulder solely as an SUV concept. It must be seen within the broader context of the Hyundai Group’s roadmap, which aims for 5.55 million global sales by 2030, 60% of which will be electrified vehicles—including hybrid, plug-in hybrid and fully electric models. More than 18 hybrid models are announced for the period up to 2030.

North America plays a central role in this strategy. Hyundai is ramping up local production with the Metaplant in Georgia, which is set to add an additional 500,000 units, bringing the global total to an extra 1.2 million units by 2030.

In this context, the launch of the Boulder signals Hyundai’s desire to move away from its image as a manufacturer specialising in well-finished on-road SUVs, and instead establish itself in segments with a stronger cultural presence in the United States: pick-up trucks and 4x4s.

The real question raised by this concept

What the Boulder Concept reveals is the next stage in Hyundai’s American ambition: no longer content to remain in the segments where it is already a familiar presence, but instead taking on a traditional internal combustion engine market head-on with an approach that could, in time, incorporate an electric dimension.

It is an industrial and cultural gamble. The US market for 4x4s and pick-up trucks has not yet made the switch to electric, with adoption levels still limited and very specific expectations regarding towing capacity and real-world range. But Hyundai is betting that by 2030, when the production model based on the Boulder is ready, conditions will have changed. The answer will lie in the product – see you in 2030.

Lagging behind China and the United States, where autonomous (and therefore electric) cars are already a commercial reality, Europe must develop its shared mobility offering without relying on foreign players who are already at the cutting edge of the technology. The aim is to increase the average occupancy rate of cars on the road, roll out a structured system for everyone, and maximise the social benefits that autonomous vehicles can bring. In short, prioritising mobility that benefits the community rather than individual robot-taxi services.

Europe is lagging behind; France sounds the alarm

The High Commission for Planning and Strategy is sounding the alarm over Europe’s lag in the development of autonomous vehicles. A reading of the report drafted by Thomas Matagne, CEO of the start-up Ecov, leaves no room for doubt. European Union countries have only a few dozen autonomous vehicles on the road, in certain selected cities and often as short-lived trials. In contrast, in China and the United States, the technology is already a well-established commercial reality: autonomous vehicle services are freely accessible to the public, and the companies operating them are expanding and becoming increasingly profitable (some autonomous car journeys are already cheaper than a taxi ride in China). Without an action plan, within a few years, there is a risk of becoming a ‘digital colony’. Europeans would be forced to rely solely on these foreign operators to travel safely and to have their mobility data exploited. In other words, a loss of sovereignty in the transport sector.

Autonomous driving for everyone

However, “autonomous driving is for everyone,” explains Thomas Matagne. Private cars account for 81% of the road mileage covered by the French each year. The average occupancy rate of a car, which has five seats, is just 1.6 people per car for all journeys combined and barely 1.07 for commuting. The low utilisation rate is also a weakness: on average, a car is only used 5% of the time.”

The advent of autonomous vehicles therefore presents an opportunity to rethink how we use cars as a means of transport. Indeed, the primary benefit of autonomous vehicles is that they can be shared (Shared Autonomous Vehicles, SAV). Europe could use them as an extension of public transport. 

Coordination at European level is on the horizon

On 8 June, transport ministers from the 27 EU member states are set to sign a reciprocal agreement aimed at working together to facilitate the introduction and deployment of autonomous vehicles. This is a first step towards establishing a Europe-wide framework and harmonising regulations and infrastructure. There are many reasons for doing so:

– Road safety: autonomous vehicles should help reduce the number of road accidents

– From an economic perspective, this solution is becoming increasingly attractive. For example, Waymo carries out 500,000 journeys a week in the United States

– Operating costs are expected to fall further as a result of machine training 

– The technology is mature and ready for widespread adoption. Waymo plans to launch a commercial service in London in 2026, Pony.ai is set to test Level 4 autonomous vans in Luxembourg, and WeRide is already operating in Belgium, Spain and Switzerland.

From robot taxis to shared public transport services

However, rather than simply opening up the market to individual robot-taxi services—booked and used as an alternative to taxis or private hire vehicles—the European approach could differ from the Chinese or American models. Thomas Matagne therefore suggests implementing a strategy to develop an optimised public transport system, which would offer potential benefits.

Taking the example of a 30-km road used for commuting around the Nantes metropolitan area. Switching to a system of autonomous vehicles designed as public transport would reduce the number of vehicles on the road each day by a factor of four and save €4 billion a year. “In our simulation, which prioritises public transport over private transport, it is possible to increase the occupancy rate of autonomous vehicles and thus maximise their social benefits. Vehicle flows are no longer managed on a journey-by-journey basis for each passenger request, as in the ‘robotaxi’ model, but organised into public transport services (buses, trains, etc.),” summarises the report’s author.

Four key areas of development

In line with this thinking, a number of recommendations will form the basis for discussions among EU Member States: 

– Prepare for the practical introduction of autonomous vehicles by developing transport services in poorly served suburban and rural areas. For example, build hubs to link up coach routes, car-sharing schemes and express networks, and create dedicated lanes or priority parking spaces for recharging

– To foster the emergence of two or three European leaders in autonomous driving, in order to secure both the technology and technological sovereignty. These companies will need substantial funding, in the form of both capital investment and public procurement contracts, to be able to compete with their American and Chinese counterparts.

– Invest in and take the lead on road operating system technology, including autonomous vehicles. It is, in fact, only through collective action that road mobility infrastructure can be established and managed. 

– In France, identify five to ten pilot areas – encompassing urban, suburban and rural communities – where the large-scale deployment of autonomous vehicles would be authorised, financially supported by the State and fully integrated into the local transport system, from 2026 onwards. The aim would be to focus efforts on ambitious, system-wide projects.

Take the initiative again 

Given the speed at which start-ups in Silicon Valley and Chinese firms are rolling out their technologies, Europe’s lag in the development of autonomous vehicles is very real, but not insurmountable. The role of local players is now to take the initiative, change habits, win people over, drive progress and develop a European model for autonomous transport. The challenge is ambitious but not unrealistic, given that this technology is still in its infancy.

The Chinese manufacturer has just rolled the first mass-produced model of its Robotaxi off the production line in Guangzhou. For XPeng, this is more than just a new vehicle; it represents a step towards the commercial roll-out of its autonomous driving services.

A major milestone for XPeng

On 18 May 2026, XPeng officially announced the roll-off of its first mass-produced robotaxi from the production line at its Guangzhou plant. The announcement marks a new milestone for the Chinese manufacturer, which is already established in the electric vehicle market but is now looking to accelerate its expansion into the autonomous mobility sector.

The company explains that this marks the first time in China that a car manufacturer has succeeded in mass-producing a robotaxi developed entirely in-house. XPeng is not just referring to the assembly of the vehicle, but to the entire technological chain, from microchips to autonomous driving software.

The model is based on the new GX platform and has been designed to meet Level 4 (L4) autonomous driving standards. In practical terms, this means that the vehicle can navigate defined areas on its own without human intervention.

This project has been in the pipeline since January 2026, when XPeng was granted a road testing permit in Guangzhou. In March, the company established its Robotaxi business unit to oversee product development, R&D testing and operations, thereby accelerating the commercialisation roadmap.

A technical strategy that differs from that of several competitors

One of the major new developments that might (on paper) give sceptics of autonomous driving cause for concern is that, from a technical standpoint, XPeng is taking a different approach to most other players in the sector.

Indeed, whilst many robotaxis rely on LiDAR sensors and highly detailed high-definition maps, XPeng has opted for an approach known as “Vision-Language-Action”. The vehicle relies primarily on cameras and its VLA 2.0 artificial intelligence model to interpret its surroundings and make decisions.

The manufacturer claims that this architecture reduces the system’s response time to less than 80 milliseconds. The Robotaxi also features four in-house Turing AI chips, which deliver a claimed computing power of 3,000 TOPS.

XPeng’s stated aim is also to simplify the roll-out of the vehicle in different cities. By reducing its reliance on highly detailed city maps, the manufacturer believes it can speed up any future expansion into other markets.

This approach is nevertheless being closely monitored. Some industry players still regard LiDAR sensors as an additional safety measure in certain more complex situations, such as dense fog, heavy rain or poor lighting conditions. In response to this, the company emphasises a dual-redundancy hardware architecture to ensure proper operation in the event of a failure in one of the systems.

An interior designed for driverless journeys

With no driver on board, the brand with the X logo has taken the liberty of altering the vehicle’s interior layout as well.

XPeng explains that it has focused more on the passenger experience, incorporating a range of special features such as variable-tint windows, ‘zero-gravity’ seats and screens for rear-seat passengers.

The vehicle also features a voice assistant that allows you to control various functions, such as vehicle settings and certain multimedia features, whilst on the move. The aim is quite simple: to transform the cabin into a space that is more focused on transport and less on the traditional driving experience.

China is stepping up its efforts in the robotaxi market, in the absence of Europe

This announcement is part of a broader trend in which China has been seeking for several years to establish a dominant position in autonomous driving, having already significantly consolidated its lead in electric vehicles.

XPeng is thus joining an already well-established ecosystem, alongside players such as Baidu with its Apollo Go service, as well as Pony.ai and WeRide. All are now moving towards the same goal: moving beyond the testing phase and into the gradual roll-out of robotaxi fleets.

This acceleration stands in contrast to the situation in Europe. Whilst the continent had already fallen behind in the electric vehicle value chain – particularly in batteries, key components and certain in-car software – it now also appears to be lagging behind in Level 4 autonomous driving. Trials are taking place, but they remain limited.

Conversely, China and the United States are already establishing large-scale services, with rising order volumes and strategies for territorial expansion. Against this backdrop, Europe’s long-term technological dependence is likely to continue.

Trials this year, with a target set for 2027

XPeng plans to launch pilot schemes in the second half of 2026 to assess several aspects: technical reliability, user feedback and the economic viability of the service.

The manufacturer is then aiming for fully autonomous operation without a safety operator on board from 2027.

Mercedes and its AMG sports division are making the leap into electric motoring with the unveiling of an impressive grand tourer: the AMG GT 4-door. The German tuning firm has developed an innovative architecture, a high-performance battery based on Formula 1 technology, and a triple-motor setup to enable this pure-bred sports car to deliver up to 1,169 hp (860 kW) of maximum power. The performance of this new benchmark in the segment promises to reach new heights, such as accelerating from 0 to 100 km/h in just 2.1 seconds!

A masterpiece of engineering

Mercedes was expected to unveil the electrified versions of its ultra-sporty models developed by its tuning division, AMG. The four-door GT coupé, which has just been unveiled in Los Angeles, is truly impressive. Building on the CONCEPT AMG GT XX technology demonstrator presented last year, the production model looks set to become the benchmark in the high-performance electric segment. There are numerous innovations, starting with the AMG.EA architecture, specially developed in Affalterbach, which features an all-wheel-drive concept with three ‘axial-flow’ motors (two on the rear axle, one at the front) combined with a high-performance battery. This 800-volt battery incorporates some of the components found in the battery pack used in F1, with directly cooled cylindrical cells (thanks to a liquid that circulates continuously between the cells). This unique battery allows for better energy absorption, and the power density delivered is higher than normal. Advantages: it can deliver rapid, sustained and reproducible instantaneous power. Mercedes thus promises sprint performance over marathon distances, often the weak point of electric power compared to combustion engines.

Performance on a par with the finest supercars

The combination of the three more compact engines thus delivers up to 860 kW of power – the equivalent of 1,169 hp – and a massive 2,000 Nm of torque. In its sportiest configuration, the AMG GT 4-door is capable of accelerating from 0 to 100 km/h in 2.1 seconds and from 0 to 200 km/h in 6.4 seconds. The top speed is 300 km/h, provided the ‘AMG Driver’s Package’ is selected. The ‘boost’ provided by the electric power lasts for over a minute continuously. Alongside these figures, worthy of the finest supercars, come encouraging results in terms of range, AMG’s other key focus in electric vehicles. The development of the AMG XX Concept prototype recently proved this. At the Nardo test track in Italy, the vehicle completed a “round-the-world” journey at very high speed, covering more than 40,000 kilometres (without stopping, except to recharge), in 7 days and 13 hours. This achievement validated the technological choices made and broke 25 electric long-distance records along the way. As a result, “with the AMG GT 4-door Coupé, we are taking performance and endurance to a whole new level and pushing the boundaries of electric mobility,” says Jörg Burzer, Chief Technology Officer at Mercedes-AMG. 

Charging speed and driving experience

Mercedes-AMG has also focused on reducing the time spent at the charging station. Thanks to a 600 kW capacity (optional AMG Performance Charger), the charging speed allows for 460 km of range to be restored in 10 minutes. The standard charging cycle from 10% to 80% takes just 11 minutes. Spending as little time as possible at the charging point is, in fact, the other key challenge for an electric GT. It is worth noting that the battery capacity is 106 kWh net.

In terms of the driving experience, Mercedes has developed the AMG Race Engineer. This is a suite of connected software designed for drivers who wish to make the most of the car’s dynamics in line with their driving style. Whether it’s throttle response, traction or cornering behaviour, three dials on the centre console allow the desired level of response to be adjusted across nine settings. Combined with these settings, the AMG Active Ride Control suspension offers optimal weight distribution, semi-active roll stabilisation and maintains a balanced road holding that strikes a balance between the rigidity expected of a sports car and the comfort of a grand tourer. Together, these electronic systems enhance the agility of a very heavy (2,460 kg kerb weight) and long (5.09 m, with a wheelbase of over 3 m) car and should make it easier to handle dynamically, particularly on the track.

Athletic and aerodynamic design 

In terms of styling, the AMG-GT 4-door coupé boasts an athletic and sporty design: with taut lines and the active Aerokinetic system to maximise downforce, the drag coefficient is 0.22, a level of aerodynamic efficiency that helps keep fuel consumption low (around 21 kWh/100 km). 

Inside the cabin, the atmosphere is high-tech and sporty (backlit air vents, carbon fibre trim). The ergonomics are designed around the driver, who sits very low and faces a flat-bottomed multifunction steering wheel with touch controls and rotary knobs for selecting the driving mode without taking their eyes off the road. Three screens span the full width of the dashboard, serving both driver and passenger, highlighting the blend of cutting-edge technology that bridges the gap between extreme sport and ultimate luxury.

Two versions of the electric AMG GT

On a more light-hearted note, an artificial V8 engine sound is played through the speakers. This immersive sound, which includes a brief interruption in power delivery with every simulated gear change, promises to be authentic enough to satisfy fans of powerful V8s. Whether that’s the case is down to individual taste.

Mercedes is launching two versions of this four-door AMG GT. The sportier AMG 63 delivers a constant 721 hp and a range of just under 600 km. The GT 55 version, meanwhile, offers a constant 510 hp and a longer range (up to 700 km). Both are powered by the fully variable 4Matic+ all-wheel-drive system.

Towards a new era 

Whilst the price of this AMG-GT four-door coupé is not yet known, it is expected to go on sale in a few days’ time. This new model, which is already being billed as ‘iconic’, is therefore Mercedes’ response – a rather convincing one on paper – to Porsche, Tesla, Xiaomi and YangWang (BYD). These manufacturers all present a different vision of high-performance electric vehicles. But what they have in common is proving that electric power can deliver unprecedented and radical driving experiences thanks to innovative technology and revolutionary designs, with the aim of ushering in a new era – provided customers are on board…

Stellantis has announced the launch of Project E-Car, a programme aimed at developing a new generation of small electric cars manufactured in Europe. Expected from 2028 onwards, these future models are set to enable the group to re-enter a segment that has gradually been neglected in recent years: that of affordable city cars.

A project rather than a one-size-fits-all approach

Over the past few years, European car manufacturers have gradually moved away from the most affordable models in favour of larger, more profitable vehicles. As a result, the range of affordable small cars available in Europe has shrunk significantly.

With its E-Car project, Stellantis has announced its intention to return to this historic market. But contrary to what the name might suggest, this is not a single model. Instead, the group describes E-Car as a new family of compact and affordable electric vehicles, set to be produced by several brands in its portfolio.

In its press release, the manufacturer describes these future vehicles as “electric, compact, innovative and affordable” models, developed with a view to “mobility for all”.

In particular, the group aims to address a market reality: affordable small cars have gradually become scarce in Europe, leaving a gap between city cars and more versatile—but also more expensive—models.

A return to Stellantis’s historical roots

The announcement also marks a return to basics for several of the group’s brands. For decades, Fiat, Citroën and Opel have built part of their identity on simple, compact vehicles designed for the masses. Notable examples include the Fiat Panda and Fiat 500 at Fiat, the Citroën 2CV and Citroën AX at Citroën, and the Opel Corsa at Opel. These cars have long been based on a fairly similar formula: compact dimensions and controlled costs. But in recent years, manufacturers have gradually shifted their focus towards larger, more profitable models.

Antonio Filosa, CEO of Stellantis, highlights this very point in the press release: “Customers want to see a return to stylish small cars, proudly manufactured in Europe, that are both affordable and environmentally friendly.”

The E-Car project therefore appears to be seeking to revive this philosophy, albeit adapted to the current constraints of electric vehicles.

Several brands could be affected

Stellantis confirms in its press release that several brands will be involved in the project, without specifying which ones. There is already much speculation about which brands are most likely to use this future architecture.

At Fiat, some are speculating about a future successor to the Fiat Panda or the current Pandina. At Citroën, these future models could potentially fill the gap between the Citroën Ami and the Citroën ë-C3. Opel could also be involved.

Production is scheduled to begin in Italy from 2028

Whilst we do not yet know much about these future “low-cost” vehicles, what we do know for certain is that the first vehicles to emerge from the E-Car project will be produced from 2028 onwards at the Pomigliano d’Arco plant in Italy.

This seems like a sensible choice given the factory’s track record. Indeed, it has a long history of manufacturing popular, high-volume models. It was here, in particular, that certain generations of the Fiat Panda were produced.

Stellantis says it intends to capitalise on this industrial expertise in order to handle potentially large volumes.

A response to the new dynamics of the European market

The launch of the E-Car project comes at a time when several manufacturers are gradually returning to the small electric car segment.

Indeed, at Renault, it is the Renault Twingo E-Tech that occupies this segment, whilst at neighbouring German manufacturer Volkswagen, it has been announced that a more affordable electric city car is set to be launched.

At the same time, Chinese manufacturers are continuing to make headway with electric vehicles offered at competitive prices. Notable examples include the BYD Dolphin and the BYD Seagull from BYD, the MG4 Electric from MG, and the Leapmotor T03, which is distributed in Europe via Stellantis.

For Stellantis, these future electric cars could therefore also serve as an industrial and commercial response to this new competition.

The price is still unknown, but the direction seems clear

At present, Stellantis has not released any information regarding range, battery capacity or performance. The manufacturer simply promises “cutting-edge electric technologies” developed in collaboration with various partners in order to speed up the time to market.

No official price has been announced either. However, several analyses suggest a price point that could approach the €15,000 mark, a threshold that has become particularly strategic in the European market for small electric cars.

For now, the announcement mainly marks the launch of an industrial project. As for the future models, they are yet to be revealed.

Four years after acquiring ALPINA, BMW has finally unveiled its concrete vision for the brand’s future. Unveiled at the 2026 Concorso d’Eleganza Villa d’Este, the BMW ALPINA Vision is more than just a concept car: it outlines the new identity of a brand set to position itself between BMW and Rolls-Royce, with a distinctive blend of performance, comfort and understated luxury at its core.

The BMW ALPINA Vision seems to be taking a different approach.

BMW has probably just answered a question that many enthusiasts have been asking themselves for several years: what will the ALPINA of the future actually look like?

Since the announcement of BMW’s takeover of the German manufacturer in 2022, followed by its official integration into the group in 2026, the brand’s future has been the subject of much speculation. Some feared a gradual dilution of its identity, whilst others were already imagining it as nothing more than a luxury version of existing BMW models.

We’ve known more since 18 May 2026, at the Villa d’Este Concours d’Élégance. A concept car was unveiled, taking the form of an imposing coupé measuring 5.20 metres in length. Its silhouette is reminiscent in some respects of the 8 Series, which is set to be discontinued with no real replacement announced as yet. 

More than just a top-of-the-range BMW: a new collaboration between BMW and Rolls-Royce

The ambition is now much clearer than before: BMW wants to position ALPINA as a brand that bridges the gap between its traditional premium models and Rolls-Royce.

Oliver Viellechner, Head of BMW ALPINA, said: “BMW ALPINA occupies a unique position within our portfolio, between BMW and Rolls-Royce, at a time when we are seeing growing potential in the high-end luxury segment.”

The positioning is particularly interesting. On the one hand, BMW already has top-of-the-range models such as the 7 Series and X7. On the other, Rolls-Royce remains positioned in an ultra-luxury segment where the passenger experience far outweighs the driving experience.

ALPINA will now have to occupy this middle ground: more exclusive than a standard BMW, yet more focused on driving pleasure than a Rolls-Royce. This also indirectly brings the German group’s strategy closer to that of Mercedes with Maybach.

A design that revives several of the brand’s historic design elements

Visually, BMW has not sought to create a complete break with the past; on the contrary, the BMW ALPINA Vision is full of historical references.

The long bonnet, the elongated roofline, the low-slung proportions and the famous shark nose are immediately reminiscent of certain BMWs from the 1970s, particularly the early E24 6 Series models.

The famous ALPINA 20-spoke alloy wheels are also making a comeback, as are the side trim strips that have featured on the brand’s models since the 1970s.

But bear in mind, this is 2026, so the approach is much more modern. Decorative lines are now integrated directly beneath the paintwork, the exterior surfaces feature carefully crafted contrasts between dark metallic finishes and lighter shades – likely inspired by details from historic models such as the BMW 507 – and the light signatures have become extremely slim.

Maximilian Missoni, Head of Design at BMW ALPINA, explains this philosophy: “Every detail reflects a genuine quest for substance, whether in terms of engineering, materials or the story the vehicle tells.” The idea, therefore, is not to pile on ostentatious features, but rather to offer a more understated form of luxury.

An interior designed more for grand touring than as a showcase for technology

This philosophy is also evident inside the car, where the cabin is designed with a clear focus on comfort and long-distance driving. The interior architecture is based on clearly defined spaces, with a distinct separation between the different zones, rather than a fully digitalised or uniform design. It features the new BMW Panoramic iDrive interface from the Neue Klasse range, which combines a head-up display at the base of the windscreen with a central screen that spans the full width of the dashboard, creating a sense of visual continuity.

The coupé’s generous 5.20-metre wheelbase allows for a genuine four-seater layout, with particular attention paid to the rear seats, which are designed for long journeys rather than occasional use. The front seats, which are more enveloping, follow the same low, stretched design philosophy, in keeping with the vehicle’s overall silhouette. The materials follow the same approach, featuring full-grain leather sourced from suppliers in the Alpine region and metal elements finished in a style inspired by watchmaking, combining satin and polished surfaces.

Certain features complement this ensemble in a more specific way, such as the integration at the rear of the centre console of a glass water bottle accompanied by BMW ALPINA crystal glasses, which are automatically deployed. This feature is consistent with the concept’s design philosophy, in which functional elements are treated with a particular level of finish. The press release links these features to a long-standing brand philosophy, inherited from Burkard Bovensiepen, according to which in-car comfort is directly linked to the driver’s ability to concentrate and perform.

A V8 under the bonnet, but the door is open to electrification

Beneath its massive bonnet, the BMW ALPINA Vision currently suggests a V8 engine, which is being touted as the benchmark internal combustion engine for this concept. BMW is, however, deliberately keeping a low profile: no official figures on power or performance have been released. 

And this is precisely where this concept really comes into its own, as it is, above all, a design study that marks the start of a new chapter for ALPINA within the BMW Group. 

In this context, it is hard to imagine a future model in this segment without some form of hybridisation, or even a shift towards all-electric vehicles. BMW already has solid experience with these architectures, with hybrid models such as the M760e and the M5 plug-in hybrid, as well as high-end all-electric models such as the i7 and iX, which demonstrate the brand’s ability to combine performance, comfort and electrification. 

All these factors suggest that a production version could well be part of this evolution, whilst retaining ALPINA’s distinctive grand touring DNA.

A concept car that gives us a glimpse of what’s to come

As is often the case with BMW, a Vision concept is generally more than just a design exercise. These concepts often serve as a very close preview of future production models. The manufacturer has already confirmed that the first BMW ALPINA model to emerge from this new strategy will arrive as early as 2027, based on the future 7 Series.

Ford is going on the offensive again in the European market. After several years of holding back and restructuring, the American manufacturer has announced a major overhaul of its strategy, featuring a new generation of models designed specifically for European motorists. On the agenda: rally DNA, gradual electrification and ‘made in the EU’ production.

A European range shaped by sporting heritage

For over fifty years, Ford’s European division has built up a strong reputation in motorsport, particularly in rallying with the legendary Escort RS 1800 – world champion in 1979 – followed by the Sierra and various Focus RS WRC models. It is a legacy that the brand now aims to carry forward into its future vehicles, five of which will be launched for private customers by 2029. The aim is clear: to combine driving pleasure, precision and versatility, whether on mountain passes, cobbled city centres or winding country roads.

A small Bronco to be produced in Spain from 2028

One of the most talked-about announcements is the arrival of a new compact SUV from the Bronco family. This model, which is based on a ‘multi-energy’ platform, will be produced at Ford’s plant in Valencia, Spain, from 2028. More compact and more affordable than the current American Bronco models, this future SUV is aimed at the rapidly expanding market for urban crossovers with an adventurous look.

Three electrified models with a strong personality

In the medium term, among its other new models, Ford is promising a fully electric city car with a distinctive design. The brand recently signed a strategic partnership with the Renault Group to share the French manufacturing facility, the Douai plant in the Nord region, which already produces the R5. Also in development are a small, highly dynamic electric SUV inspired by the world of rallying and two multi-energy crossovers that will complete the range by the end of 2029.

In a European market that has become extremely competitive, Ford needs to stand out and is banking on the sporty and emotional appeal that these future models can offer. “We don’t build vehicles to meet regulatory requirements; we build them for the users,” insists John Baumbick, President of Ford Europe, pointing to a few missteps in Europe’s transition to all-electric vehicles. Ford therefore believes that greater account must be taken of the reality of charging infrastructure, the pace of consumer adoption and the constraints faced by professionals and small businesses.

Industrial partnerships at the heart of the strategy

In particular, the manufacturer advocates an approach that relies more heavily on plug-in hybrids (PHEVs) and extended-range electric vehicles (EREVs), which are regarded as credible transitional solutions.

This strategy is being launched alongside ‘Ready-Set-Ford’, a new global brand platform built on Ford’s expertise in productivity, performance and off-road adventures. In Europe, Ford will rely on major partnerships to remain competitive. These collaborations will help to speed up development cycles, share costs and secure supply chains across Europe. The US group will therefore strengthen its industrial ecosystem in Turkey, the UK and Morocco.

A new European identity for Ford

With this new strategy, Ford aims to turn the page on a difficult period in the European market. Following several years marked by restructuring and the discontinuation of iconic models such as the Fiesta and the Mondeo, the manufacturer is now seeking to rebuild a cohesive and emotive range. The combination of rally heritage, electrification and European production could enable Ford to reclaim a strong identity in the face of increasingly aggressive competition, particularly from Asia.

On the sidelines of the Nürburgring 24 Hours, Volkswagen unveiled the sporty version of the ID Polo bearing the famous GTI badge. With 226 hp and a 0–100 km/h time of under 7 seconds, the badge returns as a fully electric model, fifty years after the launch of the first car to bear these three now-legendary letters. Volkswagen thus joins Peugeot, Alpine, Opel and Lancia in the small EV sports car segment, with significant ambitions.

The Polo GTi, building on 50 years of history 

Having only just been launched, the ID Polo city car is already making a name for itself and has been awarded the famous GTi badge, first introduced in 1976 with the Golf. These three letters have always resonated with fans of small, agile, dynamic and accessible sports cars. Will the same be true of this electric ID Polo version? On paper, the specifications are impressive: a 166 kW motor delivering 226 hp to the front wheels, acceleration from 0 to 100 km/h in 6.8 seconds, and 290 Nm of torque distributed evenly thanks to a standard electronic limited-slip differential and an adaptive DCC sports chassis. Volkswagen promises a driving experience identical to that of a classic GTi, although the weight (1,540 kg) is increased by the 52 kWh NMC (nickel-manganese-cobalt) battery (approximately 424 km WLTP range).

GTi button on the steering wheel 

Unlike traditional GTis, which are more progressive in their handling, the electric version allows the car’s full dynamic potential to be unleashed at the touch of a new ‘GTi’ button on the steering wheel. The driving settings, steering and chassis settings are then instantly adjusted for maximum sportiness. In sport mode, the dashboard is bathed in bright colours and the displays change their graphic style. Furthermore, the brand’s designers have included numerous retro nods to the GTi lineage, such as red piping, a tartan pattern on the seats, and extensive red stitching on the dashboard, door panels and sports steering wheel. However, there is no mention of the return of an artificial engine sound in the cabin via the speakers.

A rather understated design

Aesthetically, the design remains faithful to the ID Polo, with its clean, balanced lines. The front bumper, side skirts and rear diffuser have been redesigned to create a more dynamic look. GTi badges are featured in various places on the Tornado Red bodywork, the historic GTi colour. The overhangs are short, the 19-inch alloy wheels are unique to this model, and the headlights feature ‘IQ Light’ matrix LED technology.

The ID Polo GTi is based on the MEB+ platform, which is already used for the Cupra Raval. It will go on sale from next autumn, with prices starting at €39,000. 

There’s plenty of choice when it comes to sporty electric city cars

The ID Polo GTi is entering a rapidly growing market: small electric sports cars. Almost all manufacturers now have a model of this type in their range. The advantage is that these are ‘image’ cars; they are designed to prove to the public that electric vehicles can be fun and high-performance, whilst also offering manufacturers more comfortable profit margins. Among the stars of the segment are: 

• Alpine A290: 220 hp, 300 Nm of torque, 0–100 km/h in 6.4 seconds. Price: from €41,700.
• Peugeot e-208 GTi: 280 hp, 350 Nm of torque; it is based on the current e-208 (which is due to be replaced in 2026). Price: from €42,000.
• Opel Corsa GSE: 281 hp, maximum torque of 285 Nm and 0–100 km/h in 5.5 seconds. Unveiled at the Paris Motor Show.
• Lancia Ypsilon HF: 280 hp, top speed of 180 km/h and 0–100 km/h in 5.6 seconds. Price: €42,400

• Cupra Raval VZ Extreme: 226 hp, 1,610 kg, 52 kWh battery. Price: from €45,500.
• Ford Fiesta ST EV: an upcoming model, expected to be based on the Alpine A290 platform thanks to the industrial partnership between Renault and Ford.

Niche market

Following the gradual disappearance of GTis and small sports cars with combustion engines, there was a void to be filled in the hearts of enthusiasts and ‘fun-seeking’ customers. Cars that are suitable for everyday use, free from penalty charges, far more powerful than their predecessors and boasting strong acceleration (torque), these little powerhouses have plenty to offer. But they are also much heavier, very expensive and still have a limited range (between 300 and 400 km in real-world use, and therefore much less on a track or under intensive use). Furthermore, the absence of engine vibration and sound robs these sports cars of the joyful, spirited nature that once made them so successful. 

Whilst this niche market for small, zippy electric cars remains very marginal, the range of models on offer is expanding rapidly, driven by the shared-platform strategy adopted by automotive groups (Stellantis, Renault, Volkswagen, etc.). The question remains: will nostalgia for these famous logos from the 1980s and 1990s be enough to spark enthusiasm for these ‘thrill-seeking’ electric cars?

Faced with increasingly aggressive competition from China in the affordable electric vehicle market, Renault is stepping up its game. At a conference organised in London by the Financial Times, François Provost, CEO of the French group, called on the European Union to freeze new regulations on small cars for ten years. According to him, this stability would allow European manufacturers to focus their resources on a key challenge: bringing down the price of compact electric cars to speed up their adoption.

Renault is calling for a regulatory pause

It was at the Future of the Car conference that François Provost, CEO of the Renault Group, took the floor. He argued that European car manufacturers were now facing a mounting number of constraints that were slowing down innovation and driving up development costs.

He therefore spoke out on the matter in the hope of prompting a response from European decision-makers. “What I am proposing to the EU is that we take the current regulations as they stand – the ones that apply to the R5 and the Clio – and freeze them for 10 years.”

According to him, this stability would allow engineers to focus more on reducing costs and electrification. “All our engineers, who are currently facing a deluge of European regulations, will be able to devote time and resources to bringing prices down,” he added.

The message sent to Brussels is clear: for Renault, the priority is no longer to impose new obligations, but to make small European electric cars more competitive.

Electric city cars are becoming the focus of the battle

But to fully understand what we’re talking about, we need to explain what these regulations are. For several years now, European manufacturers have had to incorporate new regulations with almost every new generation of vehicles: the widespread introduction of mandatory driver-assistance systems, stricter cybersecurity standards, new software requirements, driver monitoring systems, increased constraints on batteries, emissions reductions, and obligations relating to repairability and over-the-air updates. These developments require more development, engineering and equipment, including in small cars where every euro counts in the final price.

The reason Mr Provost is calling for a freeze in this segment is that small electric cars are emerging as a strategic segment of the European market. For Renault, the transition to electric vehicles can only truly become widespread with affordable city cars.

And in this area, Chinese manufacturers are really stepping up a gear. The commercial success of the Renault 5 E-Tech is currently enabling the French group to maintain strong momentum, with turnover up 7.3% in the first quarter of 2026. But at the same time, groups such as BYD and Geely are stepping up their push into compact electric vehicles. Geely, in particular, is preparing to launch a model in France that is directly positioned to compete with the electric R5.

Brussels is already considering a new category of vehicles

The proposal backed by Renault is in line with discussions already underway at the European Commission. Last December, Brussels had raised the possibility of creating a new category of small electric cars known as “M1e”.

The aim would be to encourage the development of simpler and less costly models, in particular by limiting the introduction of new regulatory requirements for a period of ten years. François Provost supports this approach, whilst making it clear that he “does not recommend reducing the level of regulation, but rather freezing it”.

For Renault, this distinction is important: it is not a question of lowering safety or environmental standards, but of avoiding a constant increase in regulation that places a particular burden on compact cars.

A European industry under pressure

This request highlights the pressures currently facing the European automotive industry. Manufacturers must fund their transition to electric vehicles, invest in batteries and software, maintain their profit margins, and so on, whilst competing against Chinese rivals who are often able to offer cheaper models.

However, small cars are also the most difficult to make profitable. Regulatory and technological costs account for a much larger proportion of their costs than they do for premium vehicles. For Renault, the challenge therefore goes beyond mere industrial considerations: it is a matter of preventing Europe from falling behind in one of the most strategic segments of electromobility.

The electricity market continues to grow rapidly

This announcement comes as the European market continues to gain momentum. According to the Automotive Platform (PFA), registrations of new electric vehicles surged by 48% in France over the first four months of 2026.

This growth is being driven both by European models such as the Renault 5, the French brand’s star model, and by the massive influx of Chinese brands. The recent rise in fuel prices is also helping to accelerate the shift towards electric vehicles among both private individuals and businesses.

In the wake of François Provost’s appeal, one question now stands out clearly: can Europe still produce small electric cars that can compete with those from China? For Renault, the answer lies primarily in simplifying the regulatory framework in order to give European manufacturers greater room for manoeuvre.