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  • Electric mobility in Egypt: a recovering car market, but an electric vehicle sector still in its infancy

    Electric mobility in Egypt: a recovering car market, but an electric vehicle sector still in its infancy

    Marceau Nio

    In Egypt, in 2026, electromobility remains more of a project than a market. Despite a proliferation of announcements over the past few years, the country has not yet reached the point of significant adoption of electric vehicles. In contrast, the overall automotive market is clearly on the rise again. This contrast between the recovery in sales of combustion-engine vehicles and the stagnation of electric vehicles sums up the current situation in Egypt: an ecosystem undergoing reconstruction, but still a long way from an effective transition.

    A car market that is recovering strongly, but still largely dominated by petrol and diesel vehicles

    The Egyptian car market saw a sharp rebound in 2025, with 133,973 passenger cars sold, representing a 64% increase compared with 2024. This momentum continued into 2026, with a 38.7% year-on-year increase in January.

    This recovery confirms that the market is gradually regaining liquidity after several years of economic strain. However, this growth remains almost entirely driven by internal combustion engines and traditional imports.

    In the absence of up-to-date data on electric vehicles, the main players in the market remain those in the internal combustion engine sector. In 2024, Nissan led the way with a 15.9% market share, ahead of Chery (13.4%), Chevrolet (12.2%), Hyundai (11.4%) and Toyota (9.2%).

    Electric mobility will still be in its infancy in 2026

    In 2026, the situation remains unchanged: electric vehicles are still extremely rare in Egypt.

    Unlike the European or Asian markets, Egypt still does not have a structured ranking of the best-selling electric vehicles in 2026. The market remains too fragmented and too small to produce reliable statistics.

    The projections made between 2022 and 2023, which predicted a fleet of 40,000 to 50,000 electric vehicles by 2025, have not been borne out by the actual data.

    Similarly, Shift EV plans to convert 100,000 internal combustion vehicles (the same project as Phoenix Mobility in France), including 80,000 vans and 20,000 people carriers. There is no public record to demonstrate that these conversion targets have been met.

    source: Shift EV, X

    However, several key players are playing a prominent role in the sector’s gradual development:

    • El Nasr Automotive Manufacturing, with the Nasr E70 project developed in collaboration with Dongfeng
    • BAIC, through Alkan Auto, with a planned production capacity of 20,000 vehicles per year at the outset
    • XPENG, via Raya Auto, specialises in import and assembly
    • initiatives involving Geely and Foton, particularly in the field of electric buses and commercial vehicles

    In this context, Egypt does not yet have a structured consumer market, but rather an ecosystem that is still taking shape, centred on industrial projects and foreign partnerships.

    A charging infrastructure that remains very limited despite a detailed strategy

    The charging network remains one of the main structural barriers. According to Electromaps, there are around 53 charging stations across the country, which is a very low number for a country with a population of over 100 million.

    In response to this delay, the government has been working with the Egyptian electric vehicle charging station company responsible for the nationwide roll-out of the network. The stated aim is to install 3,000 charging points, spread across major cities and key transport routes.

    At the same time, the authorities are working on smart charging solutions, gradually integrating digital technologies and international safety standards. However, by 2026, the network remains heavily concentrated in major urban areas such as Cairo, and there is still a significant gap between the target and actual deployment.

    source: Evaisun

    Furthermore, the electrification of transport is taking place against a backdrop of energy constraints. In July 2025, Egypt’s electricity grid reached a peak of 37,600 MW, highlighting the significant strain on generation capacity during peak periods.

    This situation poses a major challenge: the rise of electric mobility will have to be integrated into an energy system that is already under significant strain, without causing any structural imbalance.

    An industrial strategy built around international partnerships

    Contrary to popular belief, Egypt does in fact have an industrial strategy, and it is based on concrete projects.

    The most significant development is the agreement between BAIC and Alkan Auto, which provides for the construction of an electric vehicle factory featuring:

    • a capacity of 20,000 vehicles in the first year
    • up to 50,000 vehicles over five years
    • a local integration rate of up to 58%

    Another key project: the relaunch of El Nasr Automotive Manufacturing in partnership with Dongfeng, centred on the Nasr E70 model, with the aim of establishing production of electric vehicles “made in Egypt”.

    At the same time, projects involving Stellantis have also been announced, representing an investment of around $35 million, confirming the commitment to attracting international manufacturers.

    source: BAIC

    A transition driven in part by the state as a direct participant

    Despite the challenges involved in developing electric mobility, since 2026 the government’s strategy has taken a further step forward: the integration of electric vehicles into public fleets.

    Prime Minister Mostafa Madbouly has ordered preparations to begin for the gradual replacement of government vehicles with electric models.

    This decision forms part of a wider strategy to modernise public transport, aimed at:

    • reduce fuel imports
    • improve the government’s energy efficiency
    • serve as an initial catalyst for the uptake of electric vehicles

    The government thus becomes not only a regulator, but also the electricity market’s leading potential customer. And in those countries where EVs are struggling to gain a foothold, the government is setting a good example.

    source: Egyptian Cabinet

    Real incentives

    From an economic perspective, Egypt has chosen to prioritise supporting the development of an industry rather than simply offering a purchase subsidy to private individuals. 

    The government has set a local content target of at least 45% for electric vehicles produced domestically and announced subsidies of around 50,000 Egyptian pounds for the first 100,000 locally manufactured electric cars. Added to this is a policy of opening up to imports, with customs exemptions for certain electric vehicles less than three years old, in order to lower the cost of entry into a market that is still in its infancy.

    Put simply, the Egyptian government is not merely trying to stimulate demand: it is simultaneously seeking to develop the supply, infrastructure and economic conditions of an electricity market that is still in its infancy.

    A transition that is still in its early stages

    Egypt is not yet a market for electric vehicles. It is an automotive market in recovery, which is seeking to gradually incorporate electric vehicles through industrial projects, international partnerships and increasing government intervention.

    But in 2026, the picture remains clear: the transition is well under way, but it is still in its early stages, with a significant gap between political ambitions and implementation on the ground.

  • Lotus is returning to its sporting roots and has announced a hybrid supercar with over 1,000 hp

    Lotus is returning to its sporting roots and has announced a hybrid supercar with over 1,000 hp

    Guillaume Coche

    To consolidate its position in a rapidly changing automotive world, Lotus, the British brand now owned by the Chinese manufacturer Geely, is reorienting its strategy. Having previously focused heavily on electric vehicles, the “Focus 2030” plan marks a return to internal combustion engines through hybridisation. A prestige supercar with an electrified V8 engine is expected to be launched in two years’ time.

    Photo credit: Lotus

    Performance-oriented cars

    Lotus is adjusting its plans to address global challenges and maintain its competitiveness. As a reminder, the British brand was founded in 1952 by the ‘rebellious spirit’ Colin Chapman, the man behind the philosophy: ‘light is right’ – in other words, ‘the lighter the car, the better its performance’. True to this philosophy, Lotus has made a name for itself in Formula 1 and has always designed sporty, agile and sensational cars for its customers (Esprit, Elan, Elise…).

    In 2017, the Chinese giant Geely acquired the ‘small’ British carmaker, whose sluggish sales were threatening its survival. Today, the range includes three electrified models: the Emeya (GT), the Eletre (SUV) and the Evija (hypercar), but their sales remain fairly modest and are not enough to ensure the company’s survival in a globalised and rapidly changing automotive industry.

    Photo credit: Lotus

    Multi-engine strategy

    The ‘Focus 2030’ plan is therefore designed to strengthen the brand and relaunch a multi-powertrain strategy to meet customer expectations and adapt to the varying regulations across different regions of the world. In collaboration with its main shareholder, Geely Holding Group, Lotus is reorganising its technological development and manufacturing facilities. Lotus UK and Lotus Technology are expected to merge into a single entity in the near future.

    Photo credit: Lotus

    Design in the UK, R&D in China

    Ultimately, Lotus will continue to offer a flagship supercar with a 4-cylinder or V6 internal combustion engine (the Emira), but will primarily focus on PHEVs (plug-in hybrids) and BEVs (battery electric vehicles), aiming for a sales mix of 60% PHEVs and 40% BEVs.

    In practical terms, design and engineering operations remain based in the UK, the brand’s birthplace and the foundation of its motorsport expertise, whilst R&D is managed from China to drive innovation and enable a faster ramp-up in the markets.

    Photo credit: Lotus

    X-Hybrid, with a range of up to 1,200 km

    The first example of this new strategy will be the launch in Europe, in late 2026, of the X-Hybrid technology in the Eletre SUV, under the name Eletre X. This ‘super hybrid’ is based on a 900 V architecture, featuring a 952 hp electric motor (935 Nm of torque) and promises a range of 350 km in all-electric mode, and 1,200 km in total (without refuelling or recharging). The 70 kWh battery can be charged from 20% to 80% at a fast-charging station in 9 minutes. It accelerates from 0 to 100 km/h in 3.3 seconds. This technology has just been introduced on the Eletre “For Me” model sold in China, and over 1,000 pre-orders have been placed in a single month.

    Photo credit: Lotus

    A supercar with a hybrid V8 engine in 2028

    Furthermore, this multi-powertrain strategy marks a return to Lotus’s historic performance heritage. The next evolution of its hybrid technology will power a supercar, codenamed Type 135. This all-new supercar will be powered by a hybrid V8 engine developing over 1,000 hp, likely designed by Horse, a joint venture between Geely and Renault. It will be produced in Europe and is expected to launch in 2028. At this level of power, the rivals for this future Lotus include the Ferrari 849 Testarossa and the Aston Martin Valhalla, both of which are also hybrid supercars. Whilst fans of the brand may recall the legendary V8-powered Esprit, there is no indication that the future model will be its replacement. However, the Theory 1 concept unveiled in 2024 could serve as the design basis for this new hybrid GT coupé.

    Photo credit: Lotus

    Target: 30,000 sales per year

    In addition to this clearly defined product strategy, Focus 2030 also sets out commercial objectives to ensure Lotus’s long-term profitability: achieving stronger margins, offering greater customisation options for buyers, and scaling up to 30,000 annual sales as the range is completed. Driving pleasure, cutting-edge engineering and bold styling: the path forward is clear; all that remains is to realise these ambitions and bring Lotus back to the forefront.

    Photo credit: Lotus
  • Electric vehicles at Lamborghini: the manufacturer is electrifying its range but still shuns fully electric models

    Electric vehicles at Lamborghini: the manufacturer is electrifying its range but still shuns fully electric models

    Marceau Nio

    Whilst the automotive industry is accelerating its shift towards electric vehicles, Lamborghini appears to be taking a much more cautious approach. Between the widespread adoption of hybrid technology, the continued use of internal combustion engines and the shelving of the all-electric Lanzador project, the Italian brand is primarily seeking to preserve what defines its identity: emotion, performance and exclusivity.

    source: Lamborghini

    Cor Tauri: the initial plan for a phased electrification programme

    The official turning point dates back to 2021. That year, Lamborghini unveiled its “Cor Tauri” roadmap, billed as the biggest investment plan in the brand’s history. Over €1.5 billion is set to be invested over four years to gradually transform the range.

    The strategy is therefore organised into three very clear stages:

    • firstly, to celebrate internal combustion engines with commemorative ranges and exclusive models;
    • and then make plug-in hybrid vehicles the norm;
    • and then launch the first fully electric Lamborghini in the second half of the decade.

    At the time, Stephan Winkelmann, the brand’s CEO, described this transition as a “change of direction made necessary by a radically changed landscape”, whilst promising to remain “true to our DNA”. And it is probably this statement that best sums up Lamborghini’s current strategy.

    source: Lamborghini

    A range that is now almost entirely hybrid

    From an industrial perspective, Lamborghini has indeed delivered on a large part of its roadmap. The Revuelto has become the brand’s first production V12 plug-in hybrid supercar, with a combined power output of 1,015 hp. The Urus SE, the electrified version of the manufacturer’s flagship SUV, has also joined the range. Even the Huracán’s successor, named Temerario, now features a plug-in hybrid powertrain based on a twin-turbo V8.

    In fact, Lamborghini is now electrifying all its strategic pillars. But this shift towards hybridisation is not a sudden break with the past. On the contrary, it is being used as a means of preserving the performance and character of the models whilst meeting regulatory requirements.

    source: Lamborghini

    The Fenomeno Roadster, the perfect embodiment of Lamborghini’s strategy

    Unveiled at the second edition of the Lamborghini Arena, the Fenomeno Roadster almost single-handedly encapsulates the Italian manufacturer’s current vision.

    Only 15 units will be produced. This is clearly an ultra-high-performance model, featuring a naturally aspirated 6.5-litre V12 engine combined with three electric motors, delivering a total output of 1,080 hp.

    The manufacturer describes it as “the most powerful open-top car ever created by Lamborghini” and the expected result is spectacular:

    • 0 to 100 km/h in 2.4 seconds;
    • 0 to 200 km/h in 6.8 seconds;
    • a top speed of over 340 km/h.

    But beyond the figures, it is the message sent by Lamborghini that is particularly interesting. The Fenomeno Roadster does not represent a break with the brand’s historic DNA. On the contrary, it uses this heritage to justify the move to hybridisation. The V12 remains central, the driving experience is still the focus, and the electric powertrain primarily serves to enhance performance.

    Stephan Winkelmann describes it himself as: “the purest expression of our brand’s values: visionary design, uncompromising performance and absolute exclusivity.”

    source: Lamborghini

    The real challenge of going 100% electric: preserving the Lamborghini spirit

    And this is precisely where the strategy begins to shift. Initially, Lamborghini had planned to launch its first all-electric model before the end of the decade with the Lanzador project, a concept unveiled in 2023. The vehicle was expected to deliver over one megawatt of power, equivalent to around 1,340 hp.

    But since 2025, the manufacturer’s stance has shifted significantly. Stephan Winkelmann now acknowledges that demand for a fully electric Lamborghini remains extremely low among the brand’s customer base. In an interview with The Sunday Times, he even explains that:

    “Investing heavily in the development of fully electric vehicles when the market and customers aren’t ready would be a costly exercise.”

    The executive goes even further, explaining that Lamborghini customers are primarily seeking “the thrill” and “the visceral sound” of combustion engines. Lamborghini’s problem is not merely technical or regulatory. It is, above all, symbolic and emotional: a Lamborghini must be fast, of course, but also dramatic, raw and distinctive. 

    The plug-in hybrid as a transitional phase

    In this context, the plug-in hybrid appears to be a much more reassuring solution for Lamborghini. Indeed, the manufacturer can:

    • reduce emissions;
    • comply with European standards;
    • to improve performance whilst retaining the internal combustion engines that are part of the brand’s identity.

    Even the Lanzador project may ultimately abandon its all-electric design in favour of a plug-in hybrid system. Stephan Winkelmann sums up this reasoning very simply: “Plug-in hybrids offer the best of both worlds.”

    source: Lamborghini

    In Sant’Agata Bolognese, the future no longer seems to lie in a radical revolution, but rather in a controlled transition. Lamborghini is electrifying its models, yes, but without sacrificing the sound, the thrills and the exclusivity that still define the brand’s driving experience. And today, the plug-in hybrid clearly stands out as the best compromise the Italian manufacturer has found to maintain this balance.

  • Porsche sets the lap record at the Nürburgring with the Taycan Turbo GT

    Porsche sets the lap record at the Nürburgring with the Taycan Turbo GT

    Guillaume Coche

    With a time of 6’55’’533, the Taycan Turbo GT—specially prepared for the occasion (Weissach package and Manthey kit)—has broken the lap record on the Nürburgring Nordschleife in Germany. On this long and demanding benchmark track, the Stuttgart-based manufacturer is thus reigniting the battle for ‘symbolic’ supremacy among high-end electric supercars, in which Chinese brands have been actively participating for several years.

    9 seconds faster

    Porsche can proudly celebrate its success. The Taycan Turbo GT, fitted with the Weissach package and an aerodynamic kit from tuning firm Manthey, has set a record lap time of 6’55’’533 on the Nürburgring Nordschleife in the high-end electric vehicle category. The German sports car has beaten the previous record set by a model of similar power – the Xiaomi SU7 Ultra (7’04’’957, set in April 2025) – by 9 seconds. This achievement is no small feat, given the fierce rivalry that has developed between Western and Chinese manufacturers in the field of electric performance.

    The Northern Loop, a benchmark route

    The title of the fastest production electric car on the demanding German circuit is synonymous with expertise and excellence, and allows manufacturers to highlight the exceptional dynamic capabilities of their models. It is a matter of credibility for this cutting-edge technology. The Nordschleife, nicknamed the ‘Green Hell’, is a 20.832 km track, winding through the Black Forest. With over 70 bends, a surface that is sometimes uneven and a rugged terrain, this track has become a mecca for sports cars and supercars from around the world. Setting a lap record here is therefore a benchmark.

    Optimised aerodynamic design

    Three years after setting a previous record, Porsche has repeated the feat by specifically tuning its Taycan Turbo GT. The car, fitted with the Weissach package developed by Porsche’s motorsport department, features several enhancements. Combined with the kit from tuning firm Manthey Racing, the package delivers increased power, improved suspension, a more efficient drivetrain and enhanced aerodynamics. Downforce is more than tripled compared to the standard model. The engine’s power (600 kW) can gain an additional 130 kW in ‘Attack’ mode, bringing the total to nearly 1,000 hp. The top speed reaches 310 km/h and launch control torque is 1,270 Nm. “On the Nordschleife, you can really feel how much more stability and confidence the car offers in the fast sections and under braking,” explains Lars Kern, the Taycan Turbo GT driver. 

    With this ‘honorary’ title on this legendary track, Porsche is, of course, promoting this technology to its customers, but the aim of such a record is primarily a form of soft power, at a time when Chinese manufacturers – experts in electric powertrains – are regularly putting their cars through their paces on the Nordschleife to establish their credentials.

    YangWang’s previous record has been broken

    In August 2025, YangWang, the high-performance subsidiary of the automotive giant BYD, became the first production electric car to break the 7-minute barrier (6’59’’157), with the U9 Xtreme, a four-motor supercar boasting over 3,000 hp. The same car that had beaten the Bugatti Chiron’s speed record (496 km/h) added another feather to its cap. This new record at the Nürburgring, on European soil, allowed BYD to show the world that its technology is just as at home on the straights as it is in the corners, and that it has no qualms about pushing the boundaries with a car weighing over 2.4 tonnes. A truly symbolic achievement.

    Tesla had paved the way

    This spring, by setting an even faster lap time with a car that, on paper, has less power, Porsche has made a major impact and reignited the battle in the electric sports car segment between Western and Asian brands. In June 2023, Tesla had paved the way with the Model S Plaid and an already remarkable time of 7’25’’231. Since then, a race has been underway between engineers, drivers and aerodynamics specialists to beat the lap times, attempt after attempt. It is worth noting that the fastest car of all time on the Nordschleife remains… a Porsche with a hybrid engine: the 919 Hybrid Evo prototype (in 5’19’’546), an absolute record set in 2018.

  • The Netherlands: a European leader now facing the challenge of consolidation

    The Netherlands: a European leader now facing the challenge of consolidation

    Marceau Nio

    In the Netherlands, electric mobility is now firmly established in the automotive landscape. With nearly 40% of new car sales expected to be fully electric by 2025 and one of the densest charging networks in Europe, the country ranks among the continent’s most advanced markets. But after a decade driven by tax incentives, the Netherlands is now entering a more complex phase: that of consolidation.

    The electric vehicle market is now firmly established in the automotive sector

    The Dutch car market recorded a total of 409,201 new passenger car registrations in 2025, a relatively stable overall figure, although the mix of vehicles continues to change rapidly. Indeed, fully electric vehicles (BEVs) accounted for around 158,453 units, or 38.7% of the market, whilst plug-in vehicles as a whole accounted for 58.4% of sales. 

    Electric vehicles are therefore no longer a niche segment. They have established themselves as the norm in the market. Momentum remains strong: in October 2025, BEVs even exceeded a 40% monthly market share, with nearly 14,000 registrations in that month alone.

    source: clean cars

    A transition that now extends beyond corporate fleets alone

    For several years, growth in the Dutch market has been largely driven by commercial fleets and company cars. However, this trend is gradually changing. According to data from Statistics Netherlands (CBS), the number of plug-in vehicles on the road exceeded one million in the spring of 2025, reflecting much wider uptake among private individuals.

    The Dutch market is no longer limited to business use: electric vehicles have gradually become part of everyday life for the general public. Models such as the Tesla Model Y, the Volvo EX30, the Kia EV3 and the Skoda Enyaq are now among the most common electric vehicles in the country. Chinese manufacturers are also making rapid headway, particularly with models from BYD and MG.

    source: Tesla News

    One of the densest charging networks in Europe

    Infrastructure remains one of the country’s key strengths. The Netherlands now has over 60,000 public charging points, making it one of the densest networks in Europe relative to its population.

    The country also has more than 4,400 fast-charging points with a capacity of at least 100 kW, with a significant number of multi-operator hubs located throughout the country.

    This density reflects a situation specific to the country: in very densely populated urban areas, home charging is not always possible.

    source: Gireve

    A clear policy objective for over a decade

    The Netherlands’ lead is based on a long-standing and particularly clear political strategy. As early as 2017, the government had set an ambitious target: all new cars sold in the Netherlands must be zero-emission by 2030. This policy remains the benchmark for the country today.

    This strategy forms part of a broader climate framework, with a national target to reduce CO₂ emissions by 49% by 2030 compared with 1990 levels. The new policy framework introduced in 2026 by the coalition comprising, in particular, D66, VVD and CDA, as well as by Rob Jetten, Prime Minister of the Netherlands, confirms this direction. Electromobility is no longer treated as merely an automotive issue, but as a central element of the Dutch energy transition.

    source: Atlantic Council

    The gradual phasing out of tax breaks is changing the market dynamics

    The Netherlands’ success has long been underpinned by a tax system that is extremely favourable to electric vehicles. But this phase is gradually coming to an end.

    Since 2025, electric vehicles have also been subject to the BPM registration tax, with a base rate of around €667, which is set to rise gradually over the coming years.

    This development marks a significant turning point: the market must now continue to grow with less generous support than before. The challenge is therefore as much an economic one as it is an environmental one. The Netherlands must maintain a high rate of adoption whilst gradually reducing the budgetary cost of public support.

    A market now facing its first structural limitations

    However, the Netherlands is not without its vulnerabilities. The country’s main challenge is no longer implementation, but its ability to maintain momentum in a less favourable climate.

    The gradual phasing out of tax incentives, growing pressure on the electricity grid and reliance on public charging points in major cities are now making the transition more complex.

    The country must also continue to adapt its infrastructure to cope with ever-increasing demand, whilst ensuring that electric vehicles remain economically attractive despite less favourable tax arrangements.

    Conclusion

    The Netherlands is now one of Europe’s leading countries in the field of electric mobility. With a market share of nearly 40% for fully electric vehicles, more than 60,000 public charging points and a long-standing policy framework, the country has well and truly moved beyond the take-off phase.

    But this progress also marks the start of a new phase, likely the most challenging one: that of achieving economic and infrastructural balance. For in the Netherlands, the question is no longer whether electric vehicles can establish themselves.
    It is now a question of how to sustainably maintain a market that has already reached maturity.

  • Tesla is quietly raising the price of its Superchargers

    Tesla is quietly raising the price of its Superchargers

    Marceau Nio

    Long regarded as the most competitive fast-charging stations on the market, Tesla Superchargers are seeing their prices rise in France. At some stations, the price now exceeds €0.70/kWh during the day for non-subscribers. This is a subtle but significant increase, which could reshuffle the deck in the face of increasingly aggressive competition.

    source: Tesla

    Price rises are now evident at many resorts

    Tesla has been using dynamic pricing across its network for several years. The price of charging varies depending on the time of day, how busy the station is, its location and electricity market conditions.

    Until now, this strategy has mainly enabled the company to offer very competitive rates, particularly in the face of competition from players such as Ionity and TotalEnergies. However, over the past few weeks, a significant rise in prices has been observed at many French charging stations.

    In the Paris region, for example, some charging points now charge particularly high rates during the day. Our colleagues at Génération-nt have noted that at the Parly 2 station in the Yvelines, the price can rise to €0.74/kWh between 10am and 7pm for drivers without a subscription. Other stations, such as Livry-Gargan, also reach €0.70/kWh at certain times, compared with around €0.45 previously. This represents an increase of up to 55% at some sites.

    source: Tesla 

    In practical terms, fast charging at Tesla can now cost as much, or even more, than at some competitors traditionally regarded as premium brands.

    Charging has become much more expensive for non-Tesla owners

    However, not all users are affected in the same way. Tesla owners automatically benefit from the network’s best rates. Drivers of electric vehicles from other brands can access these same terms via the Supercharger subscription, which costs €11.99 per month.

    The cost difference quickly becomes significant when charging a full battery. For a 60 kWh battery charged from 10% to 80%, the bill can range from around €17 to nearly €30, depending on the user’s status and the time of day chosen.

    On a long journey, the cost becomes even more apparent. A journey from Paris to Lyon requiring two quick charges can now cost a driver using a Tesla Supercharger without a subscription and charging during the day as much as €40.

    source: Tesla-mag

    Tesla is now focusing on “two-speed” charging

    Tesla’s strategy now seems much clearer: to make charging during peak hours more expensive whilst maintaining extremely competitive rates at night.

    For despite this overall increase, the American manufacturer continues to offer particularly competitive rates during off-peak hours. Between approximately 10 pm and 8 am, the rate drops to around €0.30/kWh for standard users, and can fall as low as €0.20/kWh for Tesla owners and subscribers. At these levels, Tesla remains virtually unbeatable in the ultra-fast charging market.

    Charging a 60 kWh battery from 10% to 80% therefore costs a subscriber around €8. Few competing networks are able to offer such competitive rates at fast-charging stations.

    This pricing policy is clearly designed to even out visitor numbers at the stations and encourage overnight charging, when energy demand is lower.

    The Supercharger subscription is becoming almost essential

    With this new pricing structure, the €11.99 monthly subscription takes on a much more strategic importance. Tesla estimates that it becomes cost-effective once you’ve used around 80 kWh from the grid per month, which is the equivalent of two to three fast charges a month. 

    The savings can quickly add up. With an average difference of around 15 to 30 pence per kWh between subscriber and non-subscriber rates.

    Competition is now much more aggressive

    This price rise is also taking place at a time when rival networks are becoming more established. Indeed, operators such as Electra, Atlante, Ionity and Fastned now offer more powerful infrastructure, modern charging stations and, above all, subscriptions that are often cheaper.

    Electra, for example, offers a subscription for €9.99 per month, allowing customers to charge at €0.29/kWh on its network. Atlante follows a similar strategy, offering preferential rates across several partner networks.

    source: Electra

    The result is that Tesla no longer automatically enjoys the cost advantage it had just a few years ago. For some electric vehicle drivers, checking price comparison apps before plugging in has now become essential.

    Why is Tesla raising its prices?

    There are several factors that may explain this trend.

    Firstly, the gradual opening up of Superchargers to vehicles from other manufacturers has significantly increased usage of the network. More vehicles means more peaks in energy consumption and, consequently, higher supply costs for Tesla.

    Furthermore, the manufacturer continues to invest heavily in expanding its charging infrastructure across Europe. These costs must be covered.

    Finally, this increase is also part of a broader commercial strategy: to make owning a Tesla or subscribing to the company’s service even more appealing.

    openings that have taken place or are due to take place in 2026 – source: BlogTesla

    Tesla remains formidable but is no longer unbeatable

    Despite this increase, Tesla retains several key advantages: the reliability of its charging points, the simplicity of the payment process, the density of its network and its charging performance.

    But Tesla’s dominance is far less clear-cut these days. During the day, Superchargers can now be among the most expensive options on the market for non-subscribers. Conversely, at night, Tesla remains one of the most competitive operators in Europe.

  • Lexus TZ: the new Japanese electric SUV that aims to turn the journey into a mobile lounge

    Lexus TZ: the new Japanese electric SUV that aims to turn the journey into a mobile lounge

    Marceau Nio

    On Thursday 7 May 2026, Lexus unveiled the Lexus TZ, the Japanese brand’s new large, all-electric SUV. It heralds a new vision of luxury for the Japanese manufacturer: transforming the car into a true ‘Driving Lounge’, a space designed as much for the journey as for the drive itself. With this 5.10-metre-long model and its three rows of seats, Lexus is not simply seeking to launch a new electric family SUV. Above all, the manufacturer wants to demonstrate how electrification can redefine the in-car experience, combining silence, comfort, refinement and immersive technologies.

    source: Lexus

    A new chapter in Lexus’s electrification

    The launch of the TZ is part of the far-reaching transformation Lexus has been undertaking for several years. Following the Lexus UX 300e, the Lexus RZ and the various hybrid models in the range, the brand is now stepping up its efforts in the premium all-electric vehicle segment.

    The TZ is thus the largest electric SUV ever produced by Lexus and demonstrates the manufacturer’s ambition to move upmarket in the sector for large, premium electric family cars. The Japanese manufacturer is no longer just talking about electric mobility, but about a new way of travelling.

    Chief Engineer Takeshi Miyaura sums up this philosophy:

    “We have sought to offer a new Lexus experience (…) In addition to the traditional ‘seeing, riding and driving’ experience, we now offer the pleasure of ‘spending time’ inside the vehicle.”

    An approach that stands in stark contrast to conventional electric SUVs, which often focus on performance or pure technology.

    source: Lexus

    An SUV designed as a true ‘Driving Lounge’

    At the heart of the TZ project lies this new concept, dubbed the ‘Driving Lounge’. The idea is simple: to transform the cabin into a premium relaxation space, inspired by traditional Japanese architecture and the principle of Omotenashi hospitality, which is so dear to Lexus.

    In practical terms, the TZ features a six-seat layout with three rows of seats and two individual ‘captain’s’ seats in the second row.

    source: Lexus

    In terms of dimensions, the vehicle measures 5.10 metres in length, 1.99 metres in width and 1.70 metres in height. These dimensions give the SUV a wheelbase of 3.05 metres, resulting in a particularly spacious interior. The press release states that the absence of a transmission tunnel or fuel tank has allowed the rear seats to be lowered, thereby improving passenger comfort.

    Even the third row offers plenty of legroom and headroom – a feature that is rarely impressive in seven-seater electric SUVs. The large panoramic sunroof, billed as the largest ever fitted to a Lexus, plays a major part in creating this sense of space.

    source: Lexus

    A high-tech and ultra-refined interior

    Lexus goes to great lengths to perfect the interior ambience.

    The TZ features a new generation of slimmer, more sculpted seats; those in the front and second rows are heated and ventilated, whilst the third row can also be fitted with heating, depending on the model.

    source: Lexus

    The interior design takes a minimalist approach, featuring an extremely slim dashboard that incorporates the new ‘Responsive Hidden Switch’ controls. Hidden when not in use, they appear when a hand approaches the surface.

    The 12.3-inch digital instrument cluster works in conjunction with a 14-inch central multimedia screen based on the new Arene software platform.

    In particular, the system enables connected cloud navigation;

    • advanced management of electric vehicle journeys;
    • smart charging planning;
    • remote updates;
    • a digital key that can be shared with six users;
    • advanced streaming and connectivity features.
    source: Lexus

    The package can be complemented by a 21-speaker Mark Levinson audio system with 3D sound. This truly creates an interior designed for spending time in and for making every journey, long or short, a pleasant experience.

    An exterior design that combines power and aerodynamics

    Visually, the TZ boasts an imposing yet very fluid silhouette. Lexus refers to this as ‘Provocative Simplicity’, a new design direction that blends minimalist elegance with a confident presence.

    Despite its substantial size, the aerodynamic design achieves a drag coefficient of just 0.27, which is particularly low for an SUV of this size.

    The front end features the new Lexus design language, with a modernised interpretation of the grille and double-L light signatures. Viewed from the side, the semi-flush door handles, large, taut surfaces and aerodynamic 20- or 22-inch wheels reinforce the model’s premium feel. At the rear, the sloping roofline and flared wings give the TZ a very imposing, almost stately stance.

    source: Lexus

    Up to 408 horsepower and a range of 530 kilometres

    Let’s now turn to the technical specifications of this Lexus TZ. It will be available with two electric powertrains featuring DIRECT4 all-wheel drive.

    The first will be the Lexus TZ 450e, which will produce 313 horsepower (230 kW). The second, the Lexus TZ 550e, will be equipped with a 408-horsepower (300 kW) engine and will accelerate from 0 to 100 km/h in just 5.4 seconds.

    As for the battery, both versions are powered by the same 95.8 kWh lithium-ion battery. The claimed range varies between 480 and 530 kilometres, depending on the version. 

    When it comes to charging – a key factor for an EV – the SUV supports AC charging up to 22 kW and, more importantly, DC fast charging up to 150 kW. This means the battery can be charged from 10% to 80% in around 35 minutes.

    source: Lexus

    A driving experience designed with comfort as the top priority

    Although the TZ produces up to 408 horsepower, Lexus places greater emphasis on comfort and control than on pure sportiness.

    The SUV features a reinforced chassis, a specially designed suspension, rear-wheel steering, advanced electronic braking, and energy recovery with five adjustable settings.

    The DIRECT4 system automatically distributes torque between the axles to improve stability and traction. It also features the ‘Interactive Manual Drive’ system, previously seen on the RZ, which simulates the operation of a virtual eight-speed manual gearbox.

    source: Lexus

    Lexus aims to reinvent the large premium electric SUV

    With the TZ, the Japanese manufacturer is seeking to offer an alternative that differs from the ultra-technological or highly showy approaches already on the market.

    Whilst some competitors focus primarily on performance or maximum range, Lexus places the time spent on board, quietness, comfort and serenity at the heart of the project. A very Japanese vision of luxury that is now going electric. The TZ will go on sale in France in early 2027.

  • Microlino: how a 1950s microcar became a 21st-century mobility solution

    Microlino: how a 1950s microcar became a 21st-century mobility solution

    Marceau Nio

    In the history of European motoring, few models have managed to stand the test of time without losing their relevance. The Iso Isetta is one of them. Born in a Europe in the midst of reconstruction, it became a symbol of accessible mobility and is now making a comeback in a greener form with the Microlino. The latter stands out as a contemporary reinterpretation of a concept that is over 70 years old.

    source: Microlino

    The Isetta, an icon of a Europe in the process of reconstruction

    To understand the significance of the Microlino, we need to go back to the early 1950s. The Isetta was launched in 1953 by Iso, an Italian company originally specialising in scooters and small vehicles. The context at the time was very specific: Europe was emerging from the Second World War, purchasing power was limited and infrastructure was still fragile. The conventional car remained out of reach for a large part of the population.

    It is against this backdrop that the Isetta stands out as a radically different solution. Measuring around 2.30 metres in length and weighing barely 350 kg, it features a unique design: a front door that spans the entire front of the vehicle, allowing direct access to the interior. Inside, two passengers sit side by side in a compact but optimised space. Its single-cylinder engine, derived from a motorbike, produces a modest power output of around 12 horsepower, with a top speed of nearly 85 km/h.

    source: BMW

    But what really made the Isetta a success was its large-scale production under licence, notably by BMW. It was an instant hit. Produced between 1955 and 1962, more than 160,000 Isettas were sold in Germany alone – an impressive figure for the time. Globally, across all versions, production exceeded 300,000 units. With its single-cylinder engine derived from a motorbike (often around 250 to 300 cc), its extremely low fuel consumption and its ultra-compact size (around 2.3 metres long), it became the embodiment of accessible, practical and ingenious mobility.

    What’s more, the Isetta literally saved BMW from bankruptcy. It enabled the brand to survive a critical period and gradually finance its shift towards more ambitious models. Rarely has such an unconventional car played such a pivotal role in the history of a car manufacturer.

    source: BMW

    Why this concept still resonates today

    More than 70 years on, the context has changed, but some of the issues remain strikingly similar. Urban congestion, a shortage of parking spaces and the overall cost of transport are prompting a rethink of the very concept of the car.

    In major European cities, the average size of vehicles is increasingly at odds with actual usage patterns. The majority of journeys are made alone, over short distances, in congested areas. It was precisely in this context that the Isetta proved its worth in the 1950s.

    source: BMW

    It is on this basis that the Microlino was conceived. Developed by the Swiss company Micro Mobility Systems, it explicitly draws on the design cues of the Isetta.

    The visual similarities are striking: front-opening door, rounded silhouette, ultra-compact size. At around 2.50 metres long, the Microlino stays true to the same philosophy as its predecessor. It also retains the two-seater layout and the concept of a vehicle designed exclusively for urban use. Above all, the highly original front-opening door has been retained to evoke the spirit of the Isetta. Yet, despite this quadricycle’s XS dimensions, it still boasts a 230-litre boot. 

    source: Microlino

    A transformation shaped by the 21st century

    Where the Microlino differs radically from the Isetta is in terms of technology. Gone is the single-cylinder combustion engine: the Microlino is 100% electric. It offers several battery configurations, with a range of up to around 230 km depending on the version, and a top speed of around 90 km/h.

    source: Microlino

    These figures clearly position it as an urban vehicle, incapable of competing with a traditional car on the motorway. But that is precisely where its strength lies: it does not set out to do everything, but simply to serve a specific purpose effectively.

    Another major development is safety and design. Unlike the Isetta, the Microlino meets modern standards in terms of structure, braking and equipment. 

    source: Microlino

    An icon reimagined, not copied

    With the Microlino, the Isetta isn’t simply being brought back as it was. It has been reinterpreted, adapted and placed in a new context, and is part of an emotional journey.

    In the 1950s, the Isetta was the answer to a Europe in the process of rebuilding. In 2026, the Microlino is the answer to a changing urban mobility landscape. Between the two, there is a common thread: offering a solution that is simple, compact and in tune with its times. Some ideas never go out of fashion; they simply evolve.

  • Opel is relaunching the sporty Corsa as a fully electric model

    Opel is relaunching the sporty Corsa as a fully electric model

    Marceau Nio

    The return was eagerly anticipated, and we already know more about it. With the new Opel Corsa GSE, the German brand is marking the return of its sporty city car, but with a radically different approach. Gone are the combustion engines of the old GSi and OPC models; in their place is a high-performance electric compact. It is part of the manufacturer’s wider transformation, as it now seeks to combine electrification with driving pleasure in a segment where ‘small sports cars’ had almost disappeared.

    source: Opel

    A radical Corsa… and the most powerful ever produced

    A few weeks ago, the first details and images of the Opel Corsa GSE were revealed during testing at the Nürburgring, and we now know a little more about it. On paper, this Corsa GSE marks a real generational leap. With 207 kW (281 hp) and 345 Nm of torque, it is quite simply the most powerful production Corsa in history.

    Whilst the manufacturer had already predicted impressive performance figures, with 0–100 km/h in 5.9 seconds, this sporty little city car will actually reach that mark in 5.5 seconds. This figure places it firmly in the territory of much larger sports hatchbacks. Top speed is limited to 180 km/h, a standard choice to preserve range and manage thermal efficiency.

    There are three driving modes to suit your preferences:

    • a Sport mode that unleashes the full power,
    • a Normal mode limited to 231 hp,
    • and an Eco mode limited to 150 km/h to prioritise fuel efficiency.

    Opel has fitted a 54 kWh battery under the floor, combined with a dedicated thermal management system, which is essential for maintaining performance over the long term.

    source: Opel

    A bold design, blending tradition and modernity

    Visually, too, we know more, and the least we can say is that Opel isn’t going for a low-key look. The Opel Corsa GSE boasts a distinctly sporty design, crafted to be instantly recognisable.

    At both the front and rear, the bumpers feature a sharper design, with redesigned air intakes and vertical elements that visually emphasise the car’s width. The wider wheel arches, highlighted by black trim, reinforce this more aggressive stance.

    The look is dominated by 18-inch alloy wheels, fitted with Michelin Pilot Sport 4S tyres (215/40 R18), which are clearly performance-oriented. Behind these specially designed wheels, the apple-green Alcon brake callipers bearing the GSE logo are clearly there to catch the eye – a small detail, certainly, but one that immediately emphasises the car’s sporty character. The black roof and rear spoiler visually lower the car’s profile.

    source: Opel

    Inside, the German brand pays homage to its classic sports cars whilst updating the design language. The sports seats feature Alcantara inserts with integrated headrests, finished in a black, grey and yellow chequered pattern – a direct nod to the classic GSi models. The yellow seatbelts further reinforce this identity.

    source: Opel

    The atmosphere is both more high-tech and more immersive. The driver is faced with a customisable digital instrument cluster, complemented by a 10-inch central touchscreen. According to the brand’s press release, these interfaces incorporate data specific to the GSE world: G-forces, acceleration performance, battery management and real-time dynamic information.

    source: Opel

    The return of a historic crest in a new era

    Behind this Corsa GSE lies an image issue as well. The GSE label – which stands for “Grand Sport Electric” – is gradually replacing the brand’s former sports designations, namely GSI and OPC.

    A repositioning that has already begun with the Opel Mokka GSE, and which reflects a clear ambition: to make electric vehicles a source of excitement.

    The Corsa GSE thus follows in the footsteps of the Corsa GSi of the 1980s and the OPC models of the 2000s, but with a new challenge: to prove that driving pleasure can survive the move away from the internal combustion engine. This is, in fact, what the sceptics of electric technology are trying to convince us of.

    source: Opel

    An electric strategy that’s all about enjoyment too

    With this model, Opel is confirming a major trend: the return of high-performance small sports cars, made possible by electric power. The absence of penalty charges, instant torque and high performance are breathing new life into a segment that had virtually disappeared under regulatory pressure. It will be positioned in the same segment as the Peugeot e-208 GTI, the Lancia Ypsilon HF, the Abarth 600e from Fiat, and the future Volkswagen ID.Polo GTI.

    The Corsa GSE, along with the rest of the Blitz brand’s sports range, will be officially unveiled at the 2026 Paris Motor Show, ahead of its expected launch by the end of the year. However, the price has not yet been announced. 

  • The ID Polo: an icon set to launch Volkswagen into the electric city car segment

    The ID Polo: an icon set to launch Volkswagen into the electric city car segment

    Guillaume Coche

    Volkswagen is banking on the reputation of its legendary Polo to make its debut in the rapidly expanding market for electric city cars. The ID Polo embodies the brand’s DNA: a universally appealing design, remarkable interior space, versatility and a starting price of €24,995 for the ‘small battery’ version (325 km range). Manufactured in Spain, the Renault R5’s new rival will hit the roads at the end of the summer.

    The Polo: over 20 million units sold in 50 years 

    With the launch of the ID Polo, Volkswagen is continuing the legacy of a popular and world-renowned car, with over 20 million units produced since 1975. The Polo has long been nicknamed ‘the Ant’ for its robustness and reliability, all packed into the unassuming body of a small car. The 100% electric ID Polo aims to capture these qualities of versatility. “The ID Polo is arriving at just the right time in a rapidly expanding market: that of electric city cars,” says Sylvain Charbonnier, Managing Director of VW France. “When you see it, you immediately recognise the VW style through its design and the quality of its materials. We’ve included plenty of nods to the original Polo, such as the speedometer. This ID Polo carries on the brand’s legacy and, without being presumptuous, we’re very confident in its ability to appeal to electric car drivers.” 

    The spaciousness of a Golf in the size of a Polo

    Measuring 4.05 m in length (2 cm shorter than the petrol-powered Polo, which remains available in the range), the ID. Polo is built on the new MEB+ platform used across the Volkswagen Group (notably the Cupra Raval and Skoda Epic). This architecture creates more space on board, including rear legroom and a boot with 25% more capacity: 441 litres (up to 1,240 litres with the seats folded down). It offers the interior space of a Golf within the dimensions of a Polo. Five people can therefore be accommodated on board and should be more comfortable than in a Renault R5, its designated rival. This is a factor that should weigh heavily in users’ decisions. The quality of the materials and the redesigned ergonomics, with more physical controls (one button, one function), mark a correction of the flaws previously noted on the ID models.

    Two battery capacities

    The VW city car will be available with two battery capacities: a ‘small’ 37 kWh battery (LFP chemistry) offering a range of 325 km, paired with either a 116 hp or 135 hp motor. However, from launch, it is the “large” 52 kWh battery version (NMC chemistry), with a range of 450 km and a 211 hp motor, that will be available to order. “Unlike our competitors, we offer fast charging as standard across the entire ID Polo range,” explains Sylvain Charbonnier. “As customers become increasingly interested in electric technology, it is important to provide this charging convenience. For the small battery, it takes 24 minutes to charge from 20% to 80%, and 3 minutes longer with the large battery.”

    From €24,995

    Already available to order, the entry-level ID Polo (37 kWh battery and 116 hp) starts at €24,995. Volkswagen manufactures the batteries and assembles the car in Europe, so the model is eligible for the ‘Electric Vehicle Incentive for Private Individuals’, bringing the price down to €19,825. In terms of price, it sits in the lower-middle range of European electric city cars. However, it is not yet clear whether the ID Polo will be eligible for the government’s relaunched social leasing scheme, although the model is expected to receive the eco-score, according to ADEME criteria.

    The start of a long list of IDs

    This launch marks the start of a major wave of electrification across the VW range. Eight models will be rolled out gradually. The ID.3 Neo (a revamped version of the ID.3) – a rival to the Renault Megane e-Tech – arrives next July. The ID. Polo will feature a sporty GTI variant. The Paris Motor Show will be the venue for the unveiling of the ID. Cross (an SUV derivative of the ID. Polo). “This expanded range is justified in the French market,” emphasises the CEO of VW France. “The geopolitical context encourages us to continue with electrification, although our electric sales were already doing well even before the crisis. By 2025, 30% of Volkswagens sold were electric, with the ID 3 and ID 4 leading the way.” 

    The Polo ID is set to amplify this trend, particularly as the German brand is under pressure from the arrival of more affordable Chinese models. “This competition must challenge us and push us to perform better and listen to our customers. Did you know that 2 million motorists in France drive a VW? We must therefore continue to satisfy them with today’s technologies,” says Sylvain Charbonnier.