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In China, a saloon unknown to the general public in Europe has just achieved a symbolic feat. Since September 2025, the Maextro S800 has been the best-selling car over the 100,000 dollar mark, beating Mercedes, BMW and Porsche to the punch. A success that is still limited in terms of volume, but rich in lessons for the automotive industry.

Dantesque performance in a locked-in segment

In the very exclusive club of luxury saloons costing more than 800,000 yuan (around $100,000), the Maextro S800 has succeeded where few Chinese manufacturers have ventured before. The model co-developed by JAC and Huawei has dominated this segment since September 2025. In November, its monthly deliveries even exceeded those of the Porsche Panamera and BMW 7 Series combined. With just over 2,000 monthly deliveries at the end of the year, the S800 remains a niche model, far from the volumes of the more accessible premium segments. But in this price bracket, where brand image and historical legitimacy play a key role, the symbolism is extremely strong. It is a new Chinese entrant taking the lead in a market long reserved for European icons.

Behind the S800 is Maextro, a premium brand created jointly by state-owned manufacturer JAC and Huawei. The initial agreement, signed at the end of 2023, was strengthened in 2025 to give rise to a range that is clearly positioned in the ultra-luxury technological segment. JAC is responsible for industrial production at its Hefei plant, while Huawei is contributing its software building blocks, digital ecosystem and intelligent driving solutions. The S800, the brand’s first model, will be launched commercially at the end of May 2025. Its positioning is very clear: a status saloon designed to compete head-on with the Mercedes S-Class, BMW 7 Series, Audi A8 and Porsche Panamera, with prices ranging from around 708,000 to over one million yuan depending on the version.

Solid sales figures, fragmented data

After six to seven months on the market, the Maextro S800 is said to have passed the 10,000 mark in terms of units produced or delivered. The first few days were particularly dynamic, with several thousand orders in just a few weeks, a sign of real market appetite for this atypical proposition. However, the nature of the data available needs to be emphasised. The figures come mainly from private firms, market aggregators and official communications from industry partners, and not from consolidated public statistics. In an ultra-premium segment with little transparency, this is a classic limitation, but it does impose a certain caution in the analysis.

Sales aside, the S800 is above all a demonstration of technological strength. The saloon is available in range-extending electric versions, combining a 1.5-litre turbo engine with two or three electric motors. The batteries, supplied by CATL, are based on an 800-volt architecture. Particularly aggressive recharging times are on offer, with recharge times from 10% to 80% predicted to take between 10 and 12 minutes, depending on the version. On paper, this performance surpasses that of many current European luxury saloons.

Experience for the elite, a strategic signal

Inside, the Maextro S800 is all about an immersive experience. The ubiquitous screens, panoramic display, rear passenger features and audio system with over 40 speakers are all designed to meet the expectations of a wealthy Chinese clientele. The S800’s appeal lies not just in its price and performance, but in its ability to embody a new social status, where technology and innovation take precedence over historical heritage.

The Maextro S800 does not signal the end of large European luxury saloons in China. Volumes remain limited and the ultra-premium segment remains structurally narrow. Chinese carmakers, backed by technology giants such as Huawei, are now able to compete with the historical benchmarks, even beyond the symbolic threshold of 100,000 dollars. For the global automotive industry, the lesson is clear: the battle for luxury is no longer being waged on prestige and comfort alone, but on mastery of software, electrification and user experience.

Sources: ECC Intelligence – bloomberg.com – straitstimes.com

Once again, the promise of autonomous driving is coming up against the reality on the ground. Zoox, Amazon’s subsidiary specialising in 100% electric robot taxis, is recalling 332 vehicles in the United States after detecting a software fault. Although no accidents were reported, the episode nevertheless serves as a reminder of the extent to which software has become the vital component (and potentially the Achilles heel) of autonomous mobility.

A defect with no serious consequences

The announcement was made on 23 December by NHTSA, the US federal road safety agency. At issue is a software defect affecting the automated driving system (ADS) in certain Zoox vehicles. Versions of the software deployed before 19 December can, in very specific situations, cause the vehicle to cross the central yellow line when crossing intersections. In concrete terms, this abnormal behaviour can lead to the vehicle unintentionally entering the opposite lane of traffic or coming to an unexpected halt in the face of oncoming traffic. Zoox says it has proactively identified 62 instances of this malfunction, with no accidents or injuries reported at this stage. This is an important clarification, which distinguishes this reminder from other more critical episodes observed recently in the sector.

Faced with this potential risk, Zoox has opted for an approach that is now standard in the world of software-defined vehicles: remote correction. A free software update was rolled out to all affected vehicles on public roads between 13 March and 18 December 2025, in coordination with NHTSA. This ability to quickly correct a fault without physically immobilising vehicles is one of the major arguments in favour of electric and autonomous platforms. However, it does not dispel persistent questions about the reliability of ADS systems in real-life conditions, particularly in complex urban environments where intersections account for a large proportion of high-risk situations.

A sustainable vision of autonomous mobility?

Fully electric, these robotaxis are part of a sustainable urban mobility approach, at least on paper. Their compact size, limited speed and strictly controlled use tend to reduce the environmental footprint and nuisance in the city, while offering a credible alternative to the private car. But this technological ideal comes up against one absolute requirement: safety. In a vehicle without a human driver capable of taking control, the slightest software fault becomes critical. Every recall, even a preventive one, becomes a credibility test for the entire sector.

At the time of the recall, Zoox was already installing its fleet in several strategic metropolises. After launching in Las Vegas in September 2025, the robotaxis are now also running in San Francisco, with extensions planned for Austin and Miami. These pilot markets have been carefully selected for their urban density and relatively favourable regulatory framework for experimentation. These gradual roll-outs are part of a cautious strategy, far from a massive launch. Zoox is moving forward in stages, increasing the number of test and demonstration phases, often under the watchful eye of federal and local authorities.

The question of technological maturity

This recall of 332 vehicles is not an isolated incident. In May 2025, Zoox had already recalled 270 units following an accident involving a pedestrian in San Francisco, linked to the late detection of a vulnerable road user. In April, 258 vehicles were also affected by an unexpected sudden braking problem. Although the NHTSA finally authorised Zoox to resume certain public demonstrations in August 2025, following the closure of an investigation opened in 2022, the accumulation of these episodes highlights a reality that is difficult to avoid: autonomous driving is making progress, but remains in a permanent learning phase.

This latest reminder is a perfect illustration of the current state of the industry. Technology is advancing fast, sometimes very fast, but every kilometre driven in real-life conditions brings its share of unforeseen events. For Zoox, as for all the players in autonomous mobility, the challenge is no longer simply to innovate, but to prove that these systems can achieve a sufficient level of reliability to be integrated into public spaces over the long term. In this global race, transparency and the ability to correct faults quickly will be as decisive as technological performance itself.

Sources: boursorama.com – zonebourse.com – Reuters

After six months of successful operation, the Navigône river shuttle has reached a decisive milestone. Since mid-December 2025, the TCL boats plying the Saône have been 100% electric. This is a major development for the city of Lyon, transforming the river into a genuine low-carbon public transport route, integrated into the urban network and designed for everyday travel. It’s a major step forward for electromobility in France.

A successful launch and electrification on the horizon

Officially launched on 18 June 2025, the Navigône service marks the return of river transport to Lyon’s mobility offering. Linking Vaise-Industrie to Confluence along 6.2 kilometres of the Saône. The first phase of operation was based on two thermal boats, Le Lui and Le Vaporetto. The public responded immediately, and within six months more than 120,000 journeys were recorded, confirming user interest in a fluid, easy-to-understand and pleasant alternative to road travel. This rapid success validates the route, the journey times and the idea that a mode often perceived as a tourist attraction can find its place in the daily mobility of a major metropolis.

From the outset, Sytral Mobilités made it clear that the combustion phase was only a transitional stage. The objective was already to switch the entire fleet to electric power by the end of 2025. This strategy makes it possible to secure the start-up of the service while preparing for a ramp-up that is compatible with the city’s environmental ambitions. And in mid-December 2025, this transition became a reality with the arrival of two new electric ships, Le Gone and La Fenotte. These units will fully replace the original thermal boats, making Navigône a 100% electric urban river shuttle, a first on this scale.

Structuring investments and a sustainable fleet

The electric motor brings immediate benefits in terms of noise comfort, while at the same time enhancing the passenger experience. On board, the silence contrasts with the usual nuisance of urban traffic, and the speed is deliberately limited to around 15 kph, reducing turbulence and preserving the banks of the Saône. The batteries, produced in Taluyers near Lyon, underpin the project’s local roots and are part of a local industrial approach. Each shuttle represents an investment of 4.2 million euros, a sum that reflects both the on-board technology and the requirements of a modern public river service.

For the network as a whole, the annual operating cost is estimated at €4.1 million, including operation, maintenance and operational management of the service. Platform infrastructure is another major component of the project. The stations have required an investment of around €7 million, partly financed by the French government and Voies navigables de France as part of the State-Region planning contract. This infrastructural aspect is essential to ensure the long-term viability of the service and its sustainable integration into Lyon’s urban landscape.

An ambitious ramp-up

Although Navigône is now fully electric, its deployment is not yet complete. At present, the fleet consists of two shuttles in service, but Sytral Mobilités is planning a rapid expansion. From spring 2026, two new electric boats will be added to the range, bringing the total fleet to four. This will significantly improve frequency. At peak times, the boats will run every fifteen minutes, compared with thirty minutes today. At off-peak times, the interval will be reduced to thirty minutes. This change of scale is designed to make Navigône a reliable mode of transport for regular journeys, rather than just an occasional alternative.

Since September 2025, Navigône has been available at no extra cost to TCL zone 1 subscribers. This fare integration is an essential lever for encouraging everyday users to adopt the service. For occasional travellers, a special ticket is available at €3 one way and €5 return, valid only on the river shuttle. The service is operated by RATP Dev and Les Yachts de Lyon on behalf of Sytral Mobilités, and is now fully integrated into the TCL application. So you can plan a river journey just like any other public transport trip.

A new pillar of urban mobility

In Paris, the inauguration of the C1 cable car shows that urban electromobility can take to the skies, and with Navigône, Lyon is demonstrating that river transport can become another mainstay. By exploiting the potential of the Saône, the city is diversifying its transport solutions while reducing emissions and pollution. At a time when major conurbations are seeking to reduce congestion on their networks and accelerate their energy transition, Lyon’s example could become a benchmark. Navigône is no longer an experiment; it is now a fully-fledged electric public service, destined to become a permanent fixture in the daily lives of users.

Sources: TCL – SYTRAL MOBILITES – Greater Lyon metropolitan area

It’s Christmas, and XPeng hasn’t just released a snowy SUV advert to mark the occasion. This year, the Chinese manufacturer has chosen a setting worthy of a science fiction film: a parade in which Father Christmas swaps his traditional sleigh for an XPeng drone. The flying machine was set up on a platform and towed by an XPeng G9 electric SUV, creating a spectacular tableau calibrated for social networks and the festive imagination.

XPeng X2: the eVTOL ‘sled’ of the future

The drone used is not just a Christmas decoration. XPeng is showcasing its X2, an eVTOL electric aerial vehicle developed by its aerial mobility division, the former XPeng AeroHT.

Of course, the aim of the parade was not simply to amaze passers-by; one of the objectives was to showcase the vehicles developed by the brand. Indeed, behind this festive display lurks a very serious demonstrator:

• two-seater configuration designed for low-altitude urban mobility
• 100% electric propulsion
• autonomous or piloted flight capability, depending on usage scenarios
• architecture designed to be integrated over time into an intelligent urban mobility ecosystem.

As stated earlier, XPeng’s role in the parade was strictly event-based: the X2 did not fly, but served as a rolling showcase for these new forms of air mobility, under control and without regulatory risk-taking.

Subtle promotion of the G9

XPeng also took advantage of this exhibition to showcase one of its flagship vehicles: the XPeng G9, its top-of-the-range electric SUV. Already on sale in several markets, it focuses the brand’s strategy on the premium technology segment.

Here, the G9 acts as a symbolic link between today’s terrestrial mobility and tomorrow’s aerial ambitions. In this case, it’s not just an SUV towing a trailer, but the electric car that is literally taking along the prototype of future aerial mobility for the general public.

Technology still in the demonstration phase

Despite the spectacular images and the impression of an operational means of locomotion, XPeng is not yet promising an X2 drone in every garage. At this stage, the device remains an R&D demonstrator, intended to show what the brand is capable of, rather than a product ready for delivery.

At the same time, XPeng is pushing ahead with an even more ambitious project: the “Land Aircraft Carrier”, a concept combining a land-based electric vehicle and a removable eVTOL module, with a market launch date of around 2026. Eventually, this type of Christmas scene will become a preview of a real commercial offer, rather than a simple experiment.

Christmas storytelling to support XPeng’s vision

So this operation is more than just an end-of-year marketing stunt. By giving Father Christmas a parade on board a futuristic drone, towed by one of its electric SUVs, XPeng is telling a story: the story of integrated, electric, autonomous and, tomorrow perhaps, aerial mobility, at the heart of everyday life.

By capitalising on a universal imagination (the sleigh, the presents, the parade), the brand is seeking to make its innovations more familiar, less abstract, and to anchor its vision of multimodal mobility in the minds of the general public. It remains to be seen whether, in a few years’ time, this type of scene will be seen as a marketing wink… or as the first images of a new normality.

With the MG4 Anxin Edition, MG and its parent company SAIC have taken a symbolic step towards the large-scale production of a semi-solid battery. Already on sale in China, this compact electric car claims to be aimed at the general public, a far cry from premium technology demonstrators. With a range close to that of the LFP versions, it is above all the safety, resistance to cold and industrial maturity of the technology that will catch our attention.

A world first claimed by SAIC

The new generation MG4, based on the SAIC Group’s compact electric platform, is now available in several variants. One of these, the Anxin Edition, is distinguished by the adoption of a semi-solid battery, presented as a first for a mass-production electric vehicle in the mass-market segment. This is a strategic argument, since until now, semi-solid batteries have been the preserve of premium models or projects with limited distribution, such as Nio’s WeLion packs designed for top-of-the-range saloon cars with a very long range. With the MG4, SAIC is seeking to demonstrate that this technology can be produced on a large scale, at controlled costs, and integrated into an affordable compact car. However, this version is reserved for the Chinese market…

Unlike fully solid batteries, which are still at the R&D stage, MG’s solution is based on a semi-solid architecture. In concrete terms, a large proportion of the liquid electrolyte is replaced by a gel electrolyte, with the liquid fraction reduced to around 5%. This choice is aimed at achieving a compromise between safety gains, thermal performance and industrial feasibility. The chemistry used is of the semi-solid manganese-lithium type, with the primary objective of providing better resistance to shocks and perforations, much improved performance at low temperatures and a higher energy density than conventional LFP batteries. All this without the heavy constraints of 100% solid solutions.

Figures close to LFP, but different uses

The MG4 Anxin Edition packs a 53.95 kWh battery, almost identical in capacity to the 53.9 kWh LFP pack already found on the standard MG4. The claimed range varies between 530 and 537 km in the Chinese CLTC cycle, confirming that the gain in mileage is not the main issue. The message is clear: this battery is not seeking to revolutionise range, but to make real-life use more reliable. The energy density of the pack is estimated to be higher than that of many entry-level LFP batteries, without reaching the promise of future solid-state batteries. However, this development is accompanied by a slight increase in weight: around 15 kg more than the equivalent LFP pack. It’s a deliberate compromise in favour of robustness and consistent performance.

On the powertrain front, performance remains in the mid-range of the segment, with a claimed top speed of around 160 km/h, identical to other versions of comparable power. In terms of recharging, MG claims that the battery can be recharged from 30% to 80% in just over 20 minutes using a fast charging point. Here again, the figures are close to the best current LFP batteries, but the main advantage lies in the consistency of this performance in difficult conditions. According to a number of technical analyses, this generation of semi-solid batteries is capable of retaining up to 85% of its discharge power at -30°C, while significantly improving the efficiency of rapid recharging in extreme cold.

Safety and price as the main arguments

It is in the field of safety that MG and SAIC are most strongly supporting their communication. During cell perforation tests, the MG4 Anxin’s semi-solid battery is said to have resisted without producing smoke, fire or explosion, even several hours after the test. This performance is claimed to exceed current industry standards. The drastic reduction in the use of liquid electrolyte limits the risks of thermal leakage and fire propagation, one of the most sensitive points in conventional lithium-ion batteries. For SAIC, this technology represents a credible intermediate step between current liquid batteries and fully solid batteries.

Last but not least is the pricing. In China, the MG4 Anxin Edition is priced at around 102,800 yuan, or around €12,300 at the current exchange rate. An extremely aggressive price, which makes this model the first affordable electric car equipped with a semi-solid battery. With this MG4, SAIC is not just trying to tick a technological box, but to make the unashamed assertion that the semi-solid battery is no longer reserved for technology showcases or the premium segments. It now remains to be seen when this technology will cross China’s borders and make its way onto European roads.

Sources: www.electrive.com – wcevcar.com – www.metal.com – SAIC MG

On 22 December 2025, the Union Française de l’Électricité (UFE) officially published its “Plan d’électrification des usages”, a strategic roadmap containing more than 50 measures aimed at making electricity the linchpin of France’s energy transition. A significant number of these measures relate directly to electromobility, from driver training and the adoption of electric vehicles to recharging infrastructure and the second-hand market.

Who is UFE and why this plan?

UFE is the trade association that brings together the players in the electricity sector in France, including producers, grid operators, electricity suppliers and energy service providers. Its mission is clear: to promote electricity as the low-carbon power solution to meet the country’s energy, economic and climate challenges.

This plan is part of the very serious reflection on the Pluriannual Energy Programme (PPE3) and the National Low-Carbon Strategy (SNBC3), which are strategic documents designed to guide French energy policy up to 2030 and beyond. The PPE3 and SNBC3 were due to be adopted in 2025, but at this stage the strategic framework has not yet been finalised.

UFE would like to see the electrification of uses, including transport, placed at the heart of public decisions and national investments.

A turning point for electromobility?

Electromobility is a key vector in the energy transition, but it still faces structural obstacles in France: access costs for low-income families, fragmented support, lack of clarity when it comes to installing charging stations, and a second-hand market that is still unstructured.
UFE intends to respond to these challenges with a proposal for measures that outline a coherent vision for accelerating the adoption of electric vehicles. Here are those that directly concern this subject.

1. Electric driving licence: a gateway to EV

UFE is proposing the widespread introduction of an “electric driving licence”, a concept that may seem harmless but has a well-thought-out logic behind it. The idea is to incorporate specific modules on electromobility (driving, recharging, efficiency) into the driving licence course, while reducing costs for the instructor thanks to the savings made by using an EV rather than a combustion vehicle, which is more expensive and polluting.

Specifically, the association recommends :

• require driving schools to offer driving licences for electric vehicles;
• to link this licence to subsidised vehicles (for example via a zero-interest loan);
• extend support to include the leasing of a first EV, thereby reducing the outlay for low-income households.

This measure is intended to be both an incentive and an educational tool: it aims to standardise the use of electric vehicles from the moment drivers learn to drive, creating a generation of drivers who are more familiar with these technologies.

2. Creating an accessible market for social leasing of electric vehicles

In the publication of its plan for the electrification of uses, UFE calls for the introduction of a multi-year trajectory for social leasing for EVs from 2026. In practical terms, this measure is proposed to give visibility to players in the sector and encourage the financing of electric mobility solutions accessible to the most modest households.

The aim is twofold:

• Encourage access to zero-emission vehicles without relying on immediate purchase, which is often costly;
• Create a socially inclusive operational leasing market, which could become a powerful lever for accelerating the penetration of EVs in both urban and rural areas.

3. Supporting the second-hand market

UFE points out that 85% of cars sold in France are sold on the second-hand market, a segment that is often neglected by public policy. As part of the drive for greater electrification, the association is proposing to launch working groups dedicated to structuring the second-hand market for EVs, with a particular focus on educating people about the condition of the battery.

This could reduce uncertainty for potential buyers and develop standardised valuation mechanisms, making the purchase of a second-hand electric car more attractive and less risky.

4. Extended sustainable mobility package

Yes, the sustainable mobility package, a tax scheme introduced by the French government to encourage less polluting modes of transport for home-to-work journeys, already exists to encourage cleaner behaviour (cycling, car-pooling, public transport).

But UFE wants to go further by extending the scheme to include journeys made in individual electric vehicles. With the democratisation of charging points in company car parks, this is an appropriate solution for democratising low-carbon vehicles.

5. Charging stations

Obviously, as we at ECO MOTORS NEWS reiterate, if an electromobility revolution is to succeed, it must be accompanied by an appropriate recharging network. On this point, UFE proposes several avenues:

• Support the installation of home-controlled terminals;
• Linking the purchase of an EV to information on the support available for the installation of a charging point;
• Accelerate the deployment of charging points in condominiums, in particular by making a feasibility study mandatory for every general meeting of condominium owners;
• Train co-ownership associations in the management of recharging infrastructure.

It’s a direct response to the administrative and technical obstacles that continue to slow down the uptake of home equipment, the main place where the French recharge their batteries.

A logical plan, but still consultative

UFE’s electrification plan is strategic and ambitious on paper, incorporating a global vision that goes beyond simple financial incentives to address education and market structuring.

However, the plan remains a contribution and a technical and political proposal that is simply subject to government arbitration and integration into the texts of the EPP3 and the SNBC3.

It remains to be seen whether the government will follow this roadmap, as its practical impact will depend on how these proposals are translated, or not, into operational public policies, particularly in the face of budgetary constraints and competing priorities (housing, industry, networks).

With 100 flights carried out under real conditions, including IFR operations (based mainly on on-board instruments, not direct vision) in demanding weather conditions, Beta Technologies’ Alia CX300 electric aircraft has just passed a key stage in its operational maturation. Conducted by Bristow Norway in the heart of the Norwegian “regulatory sandbox”, this full-scale test programme demonstrates that electric aviation is no longer a mere concept, but a credible solution for regional, logistics and passenger transport missions.

Electric aviation often moves forward in small steps, far from spectacular announcements. But sometimes, a concrete milestone allows us to measure progress. In Norway, Bristow Norway and Beta Technologies have just provided a significant illustration of this. The Alia CX300, an all-electric aircraft, has reached the symbolic threshold of 100 flights as part of an intensive test programme conducted under strict regulatory supervision.

This figure, reached on 17 December 2025, is not a marketing demonstration. It is part of a demanding operational environment, designed to test the reliability, maintenance and regulatory integration of zero or low emission aircraft. An ideal playing field for assessing the industrial credibility of electric aviation.

A unique regulatory framework

The pre-production CX300, registered N214BT, was delivered to Bristow Norway at the beginning of August 2025 after a European ‘Grand Tour’ designed to demonstrate its capabilities. It then joined the Norwegian test arena, a first-of-its-kind scheme piloted by Avinor and the Norwegian Civil Aviation Authority. The aim of this scheme is to accelerate the integration of new aeronautical technologies by enabling progressive, supervised but realistic testing.

The six-month programme was structured in phases. The first few weeks were devoted to local flights around Stavanger, to validate procedures and get to grips with the aircraft. From 4 September, the aircraft began visual cargo flights to Bergen, before moving on to IFR operations, including in poor weather conditions. This is a necessary step for any aircraft destined to operate in northern regions. This gradual ramp-up has enabled the CX300 to be put through its paces in operating scenarios close to those of a commercial service, a far cry from the idealized test flights.

Performance, simplicity and initial lessons

Pilots qualified on the CX300 describe it as a ‘high-performance’ machine, with exceptional manoeuvrability and an unprecedented level of silence. The hundredth flight was completed without any major failures, despite the demanding IMC conditions. This sends out a strong signal to regulators and operators alike: electric power can keep its promises beyond good weather and short flights. This operational reliability is all the more remarkable given that the aircraft remains a pre-production model, still in the validation and optimisation phase.

The Norwegian programme was not limited to observing the CX300 in flight. It also enabled maintenance procedures to be tested in a real operational environment. These operations confirmed the feasibility of the interventions and the overall robustness of the system. They also highlighted a number of practical challenges, including increased tyre and brake wear. Minor radio interference, linked to the electric motor, was also detected. These were corrected by repositioning the antennae and adding shielding. These are standard technical adjustments, but invaluable for ensuring the reliability of future commercial operation.

Rapid recharging and European operations

One of the most closely scrutinised aspects was, of course, recharging. At Stavanger, the infrastructure put in place enabled the CX300’s battery to be recharged to 80% in around 30 minutes, a time compatible with regional round trips. For night-time needs, the “charge cube” system developed by Beta ensures overnight full recharging. These data are crucial in convincing operators and insurers, who are often cautious about new technologies.

The test programme is due to finish at the end of January 2026, but Bristow is already looking beyond that. The operator is considering keeping the aircraft in Europe or the UK to explore offshore missions, in particular to the Scottish islands, for both freight and passenger transport. At the same time, a new proposal is being studied for testing, from the end of 2026, a hybrid short take-off and landing aircraft developed by Electra. The CX300 has not only achieved a symbolic milestone. Above all, it has demonstrated that electric aviation can move out of the laboratory and into the real world. A decisive step, at a time when the aviation sector is still looking for ways to reconcile mobility, performance and decarbonisation.

Sources : @BETA – www.flightglobal.com – aiaa.org – www.bristowgroup.com 

The Stellantis Group officially lifted the veil on the new Opel Astra and Astra Sports Tourer a few days ago, an announcement that comes a month before their world premiere scheduled for the 2026 Brussels Motor Show. For the German manufacturer, this is an opportunity to continue the evolution of its flagship compact model in a context of accelerated energy transition.

An announcement ahead of the 2026 Brussels Motor Show

The manufacturer has confirmed the arrival of these two new versions, designed to succeed the current generation, in a number of official announcements. The first public appearance will take place from 9 January 2026 at the Brussels Motor Show, where visitors will be able to see these models in their final configuration for the first time. With this early announcement, Opel intends to prepare the ground and highlight the main styling and technological developments of its new compact cars.

A modernised design and a new lighting signature

Aesthetically, the new Astra and Astra Sports Tourer evolve and adopt an all-new styling language for the brand, inspired by the design of the Opel Corsa GSE Vision Gran Turismo high-performance concept car. It features a reworked Vizor grille and, above all, the introduction of Intelli-Lux HD headlamps, an adaptive lighting technology that improves visibility and reduces glare for other road users.

Where these two vehicles differ is in terms of format and use. The Opel Astra remains the five-door compact we know, designed for urban and everyday use, while the Astra Sports Tourer is the estate version of the iconic German model, offering more cargo space and modularity, ideal for families or users with larger transport needs.

The compact five-door version offers up to 1,339 litres of boot capacity with the seats folded down. The Astra Sports Tourer offers 1,634 litres with the seats folded.

The press release makes a point of showing that the brand is moving towards ever more environmentally friendly practices: “Developers and designers have also remained true to Opel’s ‘Greenovation’ approach: the interior of the new Astra is made from 100 percent recycled materials.”

A 100% electric engine

The most interesting news is that the press release confirms that the new Astra and Astra Sports Tourer will be available in a 100% electric version. And on the performance front, the electric version of the Astra boasts a claimed range of up to 454 km WLTP and is equipped with V2L technology, which allows users to charge an electric device while driving, such as a bicycle.

The press release focuses exclusively on this electric powertrain, illustrating that Opel is highlighting its new energy transition technologies, which, it should be remembered, have officially announced a total switch to electric power in Europe by 2028.

Strategically positioned in the compact segment

With these new models, Opel is seeking to strengthen its presence in the C segment, which designates compact cars in the European car classification. This is a highly competitive sector, with rivals already well established in the electric segment. The aim is clear: to offer a versatile range, combining design, on-board technologies and sustainable mobility solutions.

A key step in Opel’s strategy

The announcement marks a new milestone for Opel, which aims to become a 100 percent electric brand in Europe by the end of the decade. The new Astra and Astra Sports Tourer embody this transition. See them at the Brussels Motor Show from January 9, 2026.