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From 22 to 25 April 2025, AERO2026 took place in Friedrichshafen, the world’s leading trade fair for general aviation. AURA AERO signed the first firm order for its INTEGRAL S with the Czech operator OK AVIATION. This marks a concrete commercial milestone for a new-generation training aircraft which, until now, had mainly attracted interest. This time, it has led to a purchase.

An iconic trade fair

AERO Friedrichshafen is one of the key events in the general aviation sector in Europe (excluding commercial aviation such as Airbus and Boeing). AURA AERO was present at the event with two aircraft: the INTEGRAL R and the INTEGRAL S. Whilst the main aim was to showcase its latest technologies to as wide an audience as possible, the Toulouse-based company exceeded expectations, returning home with a firm order.

Jérémy Caussade, Chairman and co-founder of AURA AERO, is in no doubt about the significance of the moment: “This first firm order for the INTEGRAL S is a major milestone for AURA AERO. It confirms the market’s genuine interest in this new-generation training aircraft, designed to meet the practical needs of flight schools. In Friedrichshafen, we are seeing a great deal of interest in the INTEGRAL family, and this contract transforms that interest into tangible commercial momentum.”

This is precisely where something important is at stake. AURA AERO had already demonstrated its ability to attract attention, with over 700 letters of intent recorded across all its programmes, valued at $12 billion, including 20 firm orders for the ERA. With the INTEGRAL S, a new milestone has been reached: the range of light aircraft is also entering a phase of genuine commercial viability.

INTEGRAL S: a training aircraft designed as a comprehensive tool

Behind this first order lies the INTEGRAL S. Billed as a side-by-side two-seater, it is designed to cover the entire spectrum of training, including aerobatics. It forms part of the manufacturer’s INTEGRAL range, alongside the INTEGRAL R, which is geared towards aerobatics and leisure, and the INTEGRAL E, a fully electric version.

Under the bonnet is a 180-horsepower Lycoming IO-360 engine, a tried-and-tested powerplant that guarantees both reliability and ease of maintenance. In terms of performance, the aircraft has a cruising speed of around 260 km/h, a range of 1,006 km and an endurance of approximately 3.5 hours. When we talk about training, we might think of shorter secondary runways – which is just as well, as this aircraft’s take-off run is also short (318 metres).

Finally, the aircraft incorporates high safety standards: a fuselage parachute, explosion-proof fuel tanks and a reinforced structure. The aim is clear: to provide an aircraft capable of supporting a student from their first flight right through to the most demanding stages, without any interruption in their progress.

OK AVIATION: a buyer who knows what they want

INTEGRAL S’s first client is OK AVIATION Group. Based at Příbram Airport in the Czech Republic, the group has been offering a comprehensive range of private aviation services for over thirty years, including aircraft sales, training, maintenance and charter services. It is an experienced operator that understands the practical realities of the industry and does not buy on the basis of mere promises.

Lubomir Cornak, Chief Executive Officer of OK AVIATION, explains the rationale behind this order in no uncertain terms: “We are seeing strong demand for a modern, multi-purpose training aircraft equipped with UPRT training capabilities and other advanced features. We look forward to establishing a long-term partnership with AURA AERO.” UPRT (Upset Prevention and Recovery Training) is a training discipline that teaches pilots to manage unusual flight situations. This is precisely the niche that INTEGRAL S fills.

A company that’s getting down to business

To gauge the significance of this order, one needs to look at where AURA AERO stands today. Founded in 2018 in Toulouse-Francazal, the company has already reached several key milestones: nearly 250 employees, and design and production approvals in hand – a stage that many aerospace start-ups never reach.

In terms of funding, the group has now raised a total of €340 million, including a recent €50 million funding round involving Bpifrance, the European Innovation Council and Safran, amongst others. Most importantly, the company is moving on to the next stage. The Aura Factory in Toulouse has been launched, whilst a second site is being prepared in Daytona Beach, in the United States. 

From interest to sale

What is unfolding in Friedrichshafen in April 2026 marks a turning point. Just a few months ago, AURA AERO was receiving a string of positive developments: letters of intent, institutional backing, industrial approvals and European funding. 

For Jérémy Caussade, who had summed up his company’s ambition by saying, “We are building much more than just aeroplanes: we are building a new European industrial player”, this agreement is further proof of that vision.

The next step is now a commercial one, as the press release states: CS-23 certification and the first deliveries of the INTEGRAL S are expected this year.

Auto China, the world’s largest motor show, has just opened its doors to the public in Beijing. The 2026 edition marks a turning point in the international automotive sector, as local brands are now setting the pace with a flurry of innovations and fresh ideas for the cars of tomorrow – and, more broadly, for the mobility of the future. If you feel this doesn’t concern you here in France, think again, because the new models unveiled today in Beijing will soon be appearing in our showrooms, within 18 to 36 months. 

Auto China in figures 

The Beijing Motor Show (held every two years, alternating with the Shanghai Motor Show) welcomes the global automotive industry for around ten days. 1,400 vehicles from some 100 Chinese and international manufacturers are on display in huge exhibition halls covering 380,000 m² (the equivalent of 50 football pitches). 170 world premieres, 70 concept cars. Naturally, Chinese brands are playing to their strengths: electric cars, high-capacity batteries, tenfold increases in charging speeds, integration of AI software, development of autonomous driving, comfort and in-car innovations. Faced with this avalanche of new developments being rolled out at record speed, European manufacturers are not giving up, but must forge partnerships with Chinese firms to bridge an obvious technological gap (BMW-CATL, Audi-Huawei, Volkswagen-Xpeng…).

Chinese dominance in the automotive industry is growing

The Beijing Motor Show is primarily aimed at Chinese customers, but also indirectly at European motorists. The world’s largest market (with over 34 million vehicles sold in 2025) accounts for one in three new car registrations worldwide. Half of these are electric cars. China accounts for two-thirds of global electric vehicle sales, and, crucially, production continues to rise: nearly 35 million vehicles were manufactured last year, with one-seventh of these destined for export (Europe, America, Asia). These foreign markets are all the more important as domestic demand is slowing: a 17% drop in passenger car sales in the first quarter in China. There are now too many local manufacturers competing with one another and driving down prices, even at the cost of reduced profits. International expansion is therefore inevitable.

BYD, Xiaomi and Xpeng are pushing ahead with AI

Faced with fierce competition, manufacturers are therefore focusing on software, in-car technological innovations and the ability to create a cohesive ecosystem. Meanwhile, Chinese customers now need to be retained and encouraged to move upmarket, through large, modern and well-equipped SUVs or sporty, powerful models.

Xpeng unveils the GX, an imposing luxury SUV featuring complex and highly accurate on-board AI designed to streamline autonomous driving: its on-board computing power is equivalent to that of 100 high-end smartphones, or 10 times more powerful than the FSD system developed by Tesla. Put simply, the car detects obstacles, continuously analyses all peripheral cameras and makes decisions in a matter of milliseconds, without needing an internet connection.

BYD Yuan Plus III: it will be launched in Europe under the name Atto 3, a compact electric SUV that will benefit from BYD’s new ultra-fast charging technology, known as Flash Charging: from 10% to 70% in 5 minutes. These specialised charging points are gradually being rolled out in China and could appear in Europe by 2027.

Denza Z (BYD Group): An electric convertible supercar with three motors capable of delivering a total output of 1,000 hp and accelerating from 0 to 100 km/h in under 2 seconds. The aim: to dethrone the best European supercars. To optimise its handling, the Z is fitted with intelligent suspension that balances the chassis every 10 milliseconds. The steering and braking are electronically controlled via ‘steer-by-wire’, meaning there is no longer any physical connection between the driver and the road. The steering wheel is square and retracts into the dashboard in the event of a collision.

Fang Cheng Bao (BYD Group): a Chinese domestic brand specialising in SUVs and off-road vehicles, it is expanding its range with a sports saloon (similar to a Porsche Panamera) called the Formula S. Equipped with Lidar and multiple cameras for autonomous driving, an intelligent chassis and four-wheel steering, this GT coupé is designed to be highly dynamic (1,000 hp and three motors) and could arrive in Europe soon. 

Xiaomi YU7 GT: This is Xiaomi’s sporty SUV, positioned as a rival to the electric Porsche Macan. With a battery capacity of over 100 kWh, a range of 700 km and 990 hp, it will initially be launched in China before likely taking on the European premium brands.

Lynk & Co: Geely Group’s premium brand is entering the luxury GT segment with the ‘Time to Shine’ concept, developed in the group’s Swedish design studios (Geely owns Volvo). This sculptural prototype heralds an upcoming electric sports car whose digital chassis is controlled by AI. Configured for the track, the computer uses advanced control systems to assist all body movements, thereby enhancing the dynamism of this rear-wheel-drive model, which promises a 0 to 100 km/h time of under 2 seconds.

NIO ES9: At 5.36 metres long, it is China’s largest SUV (larger than a Rolls-Royce Cullinan) and features three LiDAR sensors for autonomous driving. Under the floor lies a battery with a capacity of over 100 kWh and a range of up to 620 km. 

Zeekr SUV 8X: this high-end hybrid SUV aims to be as powerful as a supercar, delivering nearly 1,400 hp in its most extreme configuration. 0 to 100 km/h in under 3 seconds. The electric-thermal combination offers a range of up to 1,400 km, whilst fast charging (on this 900 V architecture) can take less than 10 minutes to go from 20% to 80%. 

Alongside the expansion of its Galaxy range (a generation of smart cars featuring integrated AI for autonomous and assisted driving), the Geely Group has unveiled its first robotaxi, the Eva Cab, as a concept car. This vehicle, which has no steering wheel or controls, is equipped with a processor whose decision-making capabilities are three times faster than those of an experienced human driver. The World Action Model (WAM) is a brain (with three levels of 360° perception) that enables the vehicle to think and judge instantly (95% of everyday driving situations are handled automatically, such as making a U-turn, for example).

Leapmotor is launching the B05 in Europe. This compact model (4.43 m) is designed to achieve high sales volumes, with prices starting at €26,900. It will join the production line alongside the compact B10 SUV (assembled at the Stellantis plant in Zaragoza, Spain). A slightly sportier B05 Ultra version is currently reserved for the Chinese market. 

The ‘low-altitude’ economy is really taking off

Beyond road transport, the Beijing Motor Show also highlights the future of ‘airborne’ mobility. What is described as the ‘low-altitude economy’ encompasses drones, flying taxis and other aerial vehicles operating at altitudes lower than those of traditional commercial airspace. For instance, the start-up AutoFlight is refining its eVTOLs (Electric Vertical Take-Off and Landing), a kind of 10-seater shared taxi, remotely piloted to cover urban and suburban distances. Such shuttles are also under development at Geely and Xpeng, as this new mobility economy is a priority for the Chinese authorities.

Renault Group has made a strong start to 2026. In a press release dated 23 April 2026, the group announced that in the first quarter of 2026, the manufacturer recorded revenue of €12.53 billion, up 7.3% year-on-year, despite a 3.3% decline in sales volumes. The message is clear: growth now relies more on value, product mix and electrification than on sales expansion alone.

Growth driven by the product mix

With 546,183 vehicles sold over the quarter, the Renault Group has certainly seen a decline in sales volumes, but this apparent underperformance is largely offset by the quality of the product mix. Revenue is rising thanks to a favourable product mix, a pricing strategy that remains positive, and the ramp-up of sales to partners, notably through Nissan and Geely.

In other words, the group is selling slightly fewer cars, but at higher prices. This is precisely what Renault has been aiming for over the past few quarters: increasing the proportion of higher-margin models, maintaining profit margins and managing its distribution channels more effectively.

Renault holds its ground, Dacia falls behind, Alpine picks up speed

Looking at the figures in detail, the group’s three brands are following very different trajectories. Renault remains the group’s driving force with 397,602 sales, up 2.2%, buoyed by the renewal of its range, the strong performance of its electric models and growth in commercial vehicles. In Europe, the brand has even moved up a place to become the number two in the passenger car and light commercial vehicle market.

Dacia, on the other hand, saw a sharp decline, with 145,335 units sold, down 16.3%. However, this drop is largely attributable to the fact that January and February were severely disrupted by “exceptional logistical difficulties” linked to very poor weather conditions that affected maritime traffic in the Strait of Gibraltar. The manufacturer has, however, begun to turn things round in March. Indeed, the press release states that Dacia’s order book remains well-filled. It remains to be seen whether the trend will actually reverse or whether these figures are merely a PR stunt.

Alpine, for its part, saw sales rise by 54.7% in the first quarter, driven in particular by the A290, which has become its best-selling model with 2,452 registrations worldwide out of a total of 3,246. 

Electrification is becoming the cornerstone

The most striking aspect of these results is undoubtedly the significant share of electrified powertrains. In Europe, they now account for 52.3% of the group’s sales, up 9.1 percentage points year-on-year. Fully electric vehicles have grown by 20.9%, whilst hybrids continue their upward trend, accounting for 35.3% of the mix.

This trend confirms the effectiveness of Renault’s ‘dual’ strategy, which does not rely solely on all-electric vehicles but combines EVs and hybrids depending on the market. Duncan Minto, the group’s chief financial officer, sums it up: “We are making the most of our dual powertrain offering, with electric vehicles on one side and hybrids on the other, both delivering strong performance.”

A pivotal year for the group’s three brands

Another key factor at the start of this year is the particularly packed product schedule. The Renault Group is entering a phase of strategic renewal, with a flurry of high-stakes launches for Renault, Dacia and Alpine alike.

For Renault, the momentum clearly lies in electrification. The growing popularity of the Renault 5 E-Tech electric, already the leader in the electric B-segment across several European markets, is accompanied by the gradual rollout of the Renault 4 E-Tech electric, whilst the Renault Scenic E-Tech electric continues to perform well commercially. At the same time, hybrid models such as the Renault Austral, the Renault Rafale and the Renault Espace continue to underpin a product mix focused on more profitable segments, with 36.5% of sales in the C and D segments.

At Dacia, the strategy remains different but complementary. Despite a temporary decline in sales volumes to 145,335 units (-16.3%), the brand is building on a strong product line-up, notably with the Dacia Duster and the new Dacia Bigster, whose hybrid and LPG versions are proving particularly successful. The Hybrid-G 150 4×4 powertrains and the automatic LPG versions of the Dacia Sandero illustrate this gradual move upmarket, whilst retaining the brand’s price-performance DNA.

Finally, at Alpine, the transformation is well under way. The 54.7% increase in sales in the first quarter, to 3,246 units, is largely driven by the new Alpine A290, which alone accounted for 2,452 registrations (+63.9%). Meanwhile, the end of the Alpine A110’s production run (545 units before production ceased) is paving the way for a new, fully electric generation, whilst the Alpine A390 is beginning to expand into several European markets.

All in all, this product offensive is accompanied by a packed pipeline for 2026, including a new Renault Clio, the Renault Twingo E-Tech electric, a new electric city car from Dacia, and new international models such as the Renault Boreal.

Conclusion

The first quarter of 2026 paints a picture of a group that is more selective, more electrified and, ultimately, more resilient than it appears. Behind an apparent decline in volumes (-3.3% to 546,183 units), the reality is more nuanced: turnover rose by 7.3% to €12.5 billion, the product mix improved, and electrification reached a milestone with 52.3% of sales.

In other words, the Renault Group is continuing to shift its focus: lower volumes, higher value, and a growing reliance on electric and hybrid powertrains as drivers of performance.

The rest of the year will be crucial in confirming this trajectory. But at this stage, the indicators are all pointing in the right direction: a solid order book (two months’ worth of sales), double-digit growth in new orders, a major product push and financial targets remaining on track. It remains to be seen whether, in an increasingly competitive environment, this strategy will be enough to deliver the goods for the full 2026 financial year.

At its Super Technology Day held on 21 April 2026 in Beijing, the world’s leading battery manufacturer made a series of major announcements that are sure to redefine the standards for electric vehicles. Ultra-fast charging, record-breaking range, new sodium-based chemistry… In a single conference, the Chinese group laid the foundations for a new generation of electric vehicles, offering far superior performance and potentially much greater affordability.

A charging time that finally comes close to that of a combustion engine

There were three announcements on the agenda, but the one that made the biggest impression was undoubtedly the third generation of the Shenxing LFP battery.

Whilst it’s commonly thought that charging an EV is still a tedious and time-consuming ordeal, that’s now a thing of the past, once and for all. On paper, the figures are almost hard to believe, as CATL (Contemporary Amperex Technology) claims a charge from 10% to 80% in 3 minutes and 44 seconds, and up to 98% in just 6 minutes and 27 seconds. The global leader clearly wants to impress, which is why the symbolic 1-minute mark allows for a 25% recovery in battery range. At this rate, even a coffee break at a motorway service station becomes too long.

At the conference, it was revealed that performance remains robust even under extreme conditions. At -30 °C, it would take around 9 minutes to go from 20% to 98%.

And if there’s one criticism that often comes up regarding battery wear caused by ultra-fast charging, that’s a thing of the past. CATL claims over 90% of the battery’s capacity remains after 1,000 fast-charging cycles – that’s impressive.

With performance levels like these, electric cars are clearly starting to overcome one of their main drawbacks: charging time.

Up to 1,500 km of range: another impressive feat

But CATL didn’t stop at charging. The group has also tackled the issue of range head-on. With its new “Qilin” battery and, in particular, its so-called “condensed material” version, the manufacturer claims an energy density of 350 Wh/kg. This figure exceeds current standards, which generally range between 250 and 300 Wh/kg for high-end batteries.

The result: a claimed range of up to 1,500 km for a saloon, and over 1,000 km for an SUV. To put that into perspective, imagine driving from Paris to Rome or Paris to Vienna without needing to recharge your vehicle.

Although these announcements are breathtaking and cement CATL’s position as a leader in the battery sector, Robin Zeng, CATL’s founder, has no intention of stopping there: “The limits of electrochemistry are still far from being reached, and the possibilities of materials science are still far from being exhausted.”

These figures obviously need to be taken with a pinch of salt, as they are often based on the Chinese CLTC cycle, which is more optimistic than the European WLTP. But even with a realistic adjustment, the increase remains considerable.

Sodium-ion technology is finally becoming a commercial reality

Another announcement that takes a technology out of the theoretical phase: this is likely to mark the practical arrival of sodium-ion batteries. Indeed, with its new technology, dubbed Naxtra, CATL is no longer talking about prototypes, but about mass production from the end of 2026.

The principle is simple: replace lithium with sodium, a material that is far more abundant, less expensive and less susceptible to geopolitical tensions.

Whilst the benefits mentioned above are clearly good news for the industry, the planet and motorists in general, other technical features mean that Naxtra technology is being widely praised:

• Production costs are around 30% lower
• Better resistance to cold (down to -40 °C)
• Enhanced security

In terms of performance, the energy density stands at 175 Wh/kg, which is close to that of current LFP batteries. This is sufficient to achieve a range of between 400 and 600 km, depending on the model.

Are electric cars finally becoming more affordable?

Given that the battery currently accounts for between 30% and 40% of the cost of an electric vehicle on average, a 30% reduction in the cost of this component could therefore lead to a 10% to 15% reduction in the final price.

On a car costing €20,000, this represents a potential saving of over €2,000. It is a significant factor in making electric vehicles more accessible.

Whilst this represents a tangible revolution for China, the situation in Europe is more complex. This is because, between tariffs on Chinese vehicles, regulatory constraints and the conditions attached to the eco-bonus, some of these benefits may never reach consumers directly.

The most likely scenario remains a gradual adoption by European manufacturers, with these technologies being integrated locally by the end of the decade.

A comprehensive strategy that confirms China’s dominance

Beyond the technical announcements, what CATL demonstrates is a perfectly structured strategy. The group is not relying on a single technology, but on several:

• LFP for ultra-fast charging
• Qilin for high density and battery life
• Sodium-ion for cost and durability

As if that weren’t enough, add to that the fact that CATL is undertaking a massive expansion of its infrastructure in China, with tens of thousands of charging stations, and is developing a battery-swapping service, which is scheduled for 2028.

If you hadn’t realised it yet, we are witnessing the rise of a player that doesn’t just want to follow the market, but to define it. Almost instant charging, battery life on a par with – or even better than – that of internal combustion engines, falling costs… All the historical barriers are starting to come crashing down at once. And whilst China is accelerating, Europe remains held back by its industrial and regulatory constraints.

Following Porsche’s unveiling of the first GEN4 single-seater a few days ago, it is now official: Formula E is accelerating its transition into a new era. This time, it is Citroën and Opel – manufacturers owned by the Stellantis group – who are unveiling their first designs, confirming that the 2026/2027 season is no longer just a concept, but a reality already taking shape.

Citroën unveils a meticulously designed transitional livery

Just a few weeks after confirming its commitment to the GEN4 era at the Madrid E-Prix, Citroën has just unveiled the first visual renderings of its single-seater.

This is a so-called “camouflage” livery, intended as an interim step before the final version. But despite its temporary status, the design is already very distinctive.

In terms of design, it centres on the double chevrons, the brand’s historic signature, which serve as the graphic starting point. Pierre Leclercq, Citroën’s Design Director, sums up this intention: “With this livery, the aim was to continue developing the graphic language of the chevrons. The two central chevrons lend the car a more dynamic look, and it is from this point that we developed a gradient that extends across the entire bodywork.”

The brand also emphasises a progressive interpretation of the design, intended to change depending on the distance and the angle from which it is viewed: “This design builds on the one introduced for the 2025/26 season, creating a layered visual effect that gradually reveals itself as you get closer to the car.”

As explained, this ‘camouflage’ version gives a glimpse of the French brand’s design concepts, although, as we know, in the automotive world, last-minute changes are always a possibility.

A single-seater that truly marks the arrival of GEN4

Behind this initial aesthetic reveal, Citroën’s press release highlights technical developments designed to meet the increasing demands of Formula E. These requirements are in line with the new restrictions introduced by GEN4. Key features include permanent all-wheel drive, with power delivered to all four wheels at all times, as well as advanced traction control to optimise grip. Aerodynamics have also evolved, with two distinct configurations: one with high downforce for qualifying and another with low drag for the race.

The increase in power is significant: 450 kW in race conditions and up to 600 kW in qualifying and Attack Mode, compared with 300 to 350 kW in the previous generation. Added to this is energy recovery, which has been increased to 700 kW.

This isn’t news, but rather confirmation: the package as a whole will be faster, more complex and more strategic – in short, a real departure from GEN3.

Opel makes its debut with a prototype that’s already in action

At Opel, the tone is quite different. Whilst Citroën is rolling out its programme gradually, the German brand has opted for a much more direct approach for its debut in Formula E.

The first piece of news is that we now know the prototype’s name: “GSE 27FE”. It was unveiled at the Paul Ricard circuit, under real-world conditions, having already completed its first laps. This is a very clear way of positioning the project: Opel isn’t just showing off a car, but is launching a programme and making it clear that they’re ready to take on their future competitors.

Visually, Opel has adopted an expressive approach. The single-seater incorporates the “Lightspeed” design language, featuring bright yellow accents that stand out sharply against a darker base. Pierre-Olivier Garcia, Head of Global Design at Opel, explains the aim: “We want speed and performance to be instantly apparent, even before our GEN4 hits the track.”

As with Citroën, we can expect only minor changes to the car’s styling, as its final design will be unveiled in October when Opel attends the 2026 Paris Motor Show, where the entire GSE range will take centre stage.

A first step in the right direction and a very clear ambition

As explained earlier, Opel has already entered an operational phase, and it was Sophia Flörsch who took the wheel of the prototype for the first track tests at Le Castellet. A highlight for both the driver and the brand:
“After the initial simulator tests, getting behind the wheel of Opel’s GEN4 Formula E car for the first time on the track is an indescribable moment. The instant acceleration, this completely new level of performance… we’re touching the future of motorsport and I’m ready to push the boundaries.”

Technically speaking, it boasts over 800 hp, permanent all-wheel drive and up to 700 kW of energy recovery. These figures immediately place Opel on a par with the expected standard for this new generation, which is reassuring for a brand that, as we’ve said before, is preparing to compete in its first Formula E World Championship.

Formula E as an industrial showcase

The German brand had already announced it: beyond performance, the all-electric single-seater is part of a clear strategy. “We are demonstrating just how exciting and relevant electric performance can be for Opel,” said Rebecca Reinermann, Vice-President of Marketing.

The significance lies in the fact that the GEN4 programme is presented as a genuine technology showcase for the GSE (Grand Sport Electric) range, with direct applications to production models. The message is clear: racing is becoming a tool for development and brand image.

Jörg Schrott, the programme’s Team Principal, emphasises this point:
“What we are presenting today goes far beyond a simple prototype. The Opel GSE 27FE is a genuine rolling laboratory: every technology tested in racing will feed directly into our future production models.”

GEN4 is now a reality

Following Porsche, then Citroën and Opel, the 2026/2027 season is beginning to take on a much more concrete form. GEN4 is no longer just a set of regulations or a technical promise. It is becoming a reality, tested by drivers and brought to life by manufacturers who are beginning to establish their identities.

With over 240,000 electric cars registered in March and nearly 560,000 across the first quarter as a whole, the European market continues to grow and is even picking up pace. Data published by E-Mobility Europe and New Automotive, which track EV adoption in Europe, show not only an increase but also a shift in the pace of the electric transition in transport.

+51% in a month: a milestone reached

In March 2026, registrations of fully electric cars surged by 51.3% across 15 key European markets, exceeding 240,000 units. Over the quarter, growth reached 29.4%, with nearly 560,000 vehicles registered.

Market share is following the same trend: around 22% of new cars sold in March are now electric. Over the quarter, it has exceeded 20%.

Chris Heron, Secretary General of E-Mobility Europe, describes this as one of the “most significant recent advances in energy security during a month in which dependence on oil has become a real vulnerability”. Behind this statement lies a concrete reality: the half a million electric vehicles registered over the quarter will reduce oil consumption by around two million barrels a year.

Fuel prices as a trigger

We’ve already discussed this, and you’ve no doubt seen it in the media: this surge hasn’t come out of nowhere. The energy situation in the Middle East at the start of 2026 played a decisive role, with soaring fuel prices. Between February and April, the price of diesel rose from around €1.67 to over €2.27 per litre, whilst 95-E10 unleaded petrol approached €2.

For many motorists, the need to switch to electric vehicles in order to keep running costs down became apparent very quickly. And, for once, this was no longer a long-term consideration, but a direct response to a budgetary constraint.

Ben Nelmes, CEO of New Automotive, sums up this shift: “Every electric car registered means one less dependency on imported oil.”

Widespread growth across Europe

What sets March 2026 apart from previous months is the geographical scope of the trend. France stands out with a nearly 28% share of the electric vehicle market in March, driven in particular by social leasing. Germany is regaining momentum, with one in four cars sold being electric.

But the most striking signs are coming from markets that have historically been slower to grow. Italy is recording growth of over 65%, whilst Poland is growing by nearly 80%. These two countries, which appeared to be lagging behind, demonstrate that no market is truly off-limits.

A transition that is changing in nature

March 2026 marks a turning point, because whilst the European transition to electric vehicles has so far relied heavily on public incentives and regulatory requirements, things are now different. Electric vehicles are now gaining ground because, in certain situations, the economic case for them is becoming clear.

There is no doubt that fuel prices act as a catalyst, but they are not the only factor driving this change. Indeed, the range of options has expanded, prices have become more affordable, and people have a better understanding of how to use them.

The American paradox

What is ironic is that, in this context, a real paradox has emerged. This paradox concerns Donald Trump’s administration, which, since returning to the White House, has decided to cut or scrap several forms of support. Indeed, the $7,500 federal tax credit was scrapped in October 2025, and certain subsidies for charging points and equipment are also set to be phased out gradually.

Despite this, in the United States, following a very poor start to the year for EV sales, the market recorded over 100,000 sales in March 2026. This is where the paradox in question really comes into its own: it is the highest monthly figure since the tax credits were scrapped at the end of the third quarter of 2025.

A turning point rather than a peak

One question remains: is March 2026 merely a cyclical peak or a genuine turning point? Part of the rise can be attributed to orders placed before the energy crisis, which puts the immediate impact of fuel prices into perspective. However, consumer interest indicators are rising sharply. Indeed, the Centrale’s quarterly survey reports that 60% of respondents say the current geopolitical situation is increasing their interest in electric vehicles.

For the first time, electric cars are gaining ground for environmental, regulatory and immediate economic reasons. In an increasing number of situations, they are becoming the most sensible option available today.

The government is stepping up its efforts on charging infrastructure in multi-occupancy buildings. Roland Lescure, Minister for the Economy, announced on Tuesday 21 March 2026 on RTL that the aim is to install electric charging points at 1.7 million parking spaces in block-of-flats by 2035. This addresses one of the main barriers to the adoption of electric vehicles in France.

The announcement: 1.7 million seats, 1.2 million more connections

By 2035, the government aims to enable the installation of charging facilities at 1.7 million parking spaces in residential blocks. Of these, 1.2 million will be new electric charging points – that is, spaces which currently have no charging facilities.

Roland Lescure made a blunt assessment on RTL: in this matter, “the real issue” is “often charging points”. “We’re told there aren’t enough charging points. What I can tell you today is that, thanks to the Caisse des dépôts et consignations, we’re going to increase the number of charging points in apartment blocks.”

The sentence is simple. But it conveys something important: the government recognises that the issue is no longer just the vehicle itself – since electric cars already exist, their prices are falling and their range is increasing – but rather the residential charging infrastructure in apartment blocks.

Logivolt: the component that changes everything

The key mechanism is Logivolt. This subsidiary of the Caisse des dépôts not only provides grants but also advances funds to housing associations. 

This is important for residents because, until now, installing charging points in a block of flats meant convincing a general meeting to approve the work, securing collective funding, and dividing the costs among owners in very different circumstances. The result: projects stalled for years, votes against the proposal, and entire blocks of flats left without access to home charging.

With Logivolt, the housing association funds the communal infrastructure without having to advance the funds. Only those owners who decide to install a charging point on their own property then pay a share of the cost. The others pay nothing. It is this model that makes voting at general meetings much simpler, because it removes the main obstacle: why should I pay for a charging point that I won’t use?

In practice, Logivolt does not install the charging points itself. The subsidiary of Caisse des Dépôts finances the communal infrastructure, then relies on approved operators to carry out the feasibility studies, construction work, connection and, subsequently, the operation of the charging points. For co-ownership estates, this is a key point: the scheme allows the project to be launched without having to advance the full amount of funds, and also allows residents to choose their own operator.

Increased support since 1 April

The minister’s announcement is part of a wider initiative. Since 1 April 2026, the grants available to housing estates wishing to install charging points in their car parks have been significantly increased. They now cover up to 50% of installation costs.

The subsidy for installing electrical infrastructure has seen its ceiling rise from €8,000 to €12,500 per building for car parks with up to 100 spaces. For car parks with more than 100 spaces, the subsidy increases to €125 per additional space, compared with €75 previously. To put these figures into perspective, for a large car park with 200 spaces, the difference between the two scales amounts to several thousand euros in additional public funding.

How is France doing when it comes to charging?

To understand why this plan specifically targets co-ownership properties, we need to look at the current state of the French network.

According to Enedis, by the end of 2025 there were around 185,000 publicly accessible charging points in France (municipal charging points, petrol stations, public car parks), 1.1 million in company car parks and 1.6 million at private homes. 

These figures are encouraging for the development of electric mobility in France, but they mask a structural imbalance. In fact, home charging is almost exclusively limited to owners of detached houses, who can install a charging point at home without needing anyone’s permission. For the millions of French people who live in flats, the situation is radically different. Their car park is communal, decisions are not theirs alone to make, and the process is infinitely more complex. It is this gap that the government is now attempting to bridge.

The real obstacle to the transition to electric vehicles

The lack of charging points remains, alongside range and charging time, one of the main barriers to buying an electric vehicle. And among these, home charging is a particularly significant factor: without a simple solution at home, using an electric vehicle becomes a hassle and leaves drivers reliant on the public charging network.

For residents of apartment blocks – of whom there are many in France – the plan announced by Roland Lescure will not solve everything straight away: the target of 1.7 million parking spaces by 2035 still requires convincing co-ownership associations and getting the work underway.

The electric Mercedes C-Class will be one of the star attractions at the upcoming Paris Motor Show (autumn 2026). It embodies the brand’s revival in the EV market, against a backdrop of growing competition from rivals such as BMW, Tesla and Chinese manufacturers

Objective: to modernise its image whilst remaining at the forefront of technological innovation, both on the road and on board

To become the brand’s best-selling electric model

Three months after winning the prestigious title of ‘Car of the Year 2026’ with the CLA, its compact four-door electric coupé, Mercedes-Benz has set its sights high with the launch of its new, fully electric C-Class. Historically, the C-Class has been the German manufacturer’s best-selling model (over 10 million units worldwide since 1982, including its predecessor, the 190). Its electric version must therefore also take on the role of best-seller. And success is by no means a foregone conclusion.

Having acknowledged the failure of the EQ range (nine EV models launched since 2016), Mercedes has overhauled its entire industrial electrification strategy by investing €2 billion in its European factories. Unlike the CLA, which is based on a multi-energy platform (MMA – Mercedes Modular Architecture), the technical platform for the electric C-Class is dedicated entirely to electric power (MBEA – Mercedes-Benz Electric Architecture), as is the case with the GLC SUV. Meanwhile, the petrol-powered C-Class remains in the range and will, in fact, be restyled next summer.

A Paris-Berlin journey with just one 10-minute ‘refuelling stop’

Manufactured in Kecskemét, Hungary, the electric C-Class measures 4.88 m (13 cm longer than the petrol-powered C-Class), giving it a generous wheelbase of nearly 3 m. Beneath the flat floor lies an NMC battery with a usable capacity of 94.5 kWh, enabling a range of up to 760 km under the WLTP cycle (pending certification). Thanks to its 800 V architecture, the C-Class will support charging powers of up to 330 kW, meaning it can recharge enough for 300 km in around ten minutes at a suitable DC charging point. Consequently, a journey from Paris to Berlin (1,054 km) can be completed with just one short stop. A compelling argument for the range of an electric car designed for long journeys.

489 hp, all-wheel drive

From its launch in late 2026, the sportiest version, the 400 4Matic, will go on sale: all-wheel drive, two motors (one on each axle), 489 hp and 0–100 km/h in 4.1 seconds. The gearbox has two ratios: the first is short for brisk acceleration and delivering torque in urban traffic; the second is longer to deliver power at high speeds, improving efficiency and range on the motorway. Optional features include rear-wheel steering and air suspension for an optimised and comfortable driving experience.

The Hyperscreen, the widest panoramic screen ever fitted to a Mercedes

In addition to its modern and elegant exterior styling (a grille featuring 1,050 light points, a sloping rear end and dynamic lines), screens are taking up an ever-increasing amount of space in Mercedes-Benz interiors. The C-Class is no exception. The latest generation of the 39.1-inch MBUX Hyperscreen, which spans the full width of the dashboard, is the largest screen ever fitted to a model from the brand. It is just as spectacular as the panoramic display featured in the EQS, the top-of-the-range model in the range. 

To bring this digital dashboard to life, the MB.OS operating system developed by Mercedes features an MBUX virtual assistant equipped with generative AI, capable of handling sometimes complex conversations and providing assistance with navigation or information retrieval in challenging traffic conditions. The materials used throughout the interior (Nappa leather seats, door panels and dashboard) are entirely new. Mercedes is thus the first manufacturer in the world to offer an independently certified vegan interior.

Strategy for global (re)conquest, led by China

In Europe, as in the rest of the world, the electric C-Class will not only have to establish itself in the highly competitive premium saloon segment (Audi A4 e-tron, BMW i3 Neue Klasse, Tesla Model 3), but above all it will have to contend with the pressure exerted by Chinese brands in recent months. BYD, Nio and Peng offer highly technological models, equipped with high-performance interfaces, offering long ranges, high charging capacity and much more attractive prices.

Reflecting this profound upheaval, Mercedes’ sales in China are plummeting: down 19% in 2025, and already down 27% since the start of the year. Yet this market is becoming crucial to ensuring a model’s economic success (increasing volumes and maintaining healthy margins). However, like established car manufacturers, the German brand must also step up its development of next-generation batteries (LFP, energy density) and software expertise (OTA updates, a simpler user experience).

The price of this new C-Class has not yet been announced, but it is expected to be around €55,000 to €60,000 for the launch model, the 400 4MATIC, due at the end of the year.

With over 11,000 registrations in March 2026 and a total of 24,751 vehicles in the first quarter, Leapmotor has made a significant breakthrough in Europe. The Chinese brand, which entered the European market less than two years ago, is now a major player in the European rankings. These figures demonstrate a genuine acceleration beyond a mere presence.

March 2026: one of the brand’s best months outside China

Let’s look at the figures: in March 2026, Leapmotor recorded over 11,000 registrations in Europe. This represents a 31% increase compared to February 2026, and a 754% increase compared to March 2025. So yes, these figures may seem staggering, but they need to be put into context. Indeed, Leapmotor only began its European operations in September 2024, followed by its expansion into the UK in March 2025.

What these figures reveal is a genuine surge in commercial activity, with a distribution network currently being established and models that are beginning to attract their target customer base. By March 2026, Leapmotor’s market share of electric passenger cars had reached 3.2% across Europe. Given how recently the brand entered the European market, this figure is particularly telling.

Markets where Leapmotor already has a significant presence

One of the figures reported by the Stellantis-owned brand is that, depending on the country, the brand is not growing at the same pace everywhere. Whilst its market share is still minimal in some countries, in others it is already impressive.

Italy is the most striking example: Leapmotor claimed a 33.5% market share of electric passenger cars there in March. Behind it, Poland stands at 5.4%, Spain at 2.3%, the United Kingdom at 2.2%, Austria at 2%, the Netherlands at 1.9%, Germany at 1.8%, Portugal at 1.6% and finally France at 1.12%.

Across the nine major European markets, Leapmotor even climbed to second place in the rankings for electric vehicle sales to private customers in March 2026, with a 7.6% market share – a rise of twenty places compared with March 2025.

A whole quarter of strong growth

Total sales for the first quarter of 2026 stood at 24,751 vehicles. Compared with Q4 2025, this represents an increase of 39%. Compared with Q1 2025, this is 706% higher.

These two comparisons tell two different stories. The 706% year-on-year increase suggests that the brand was starting from a very low base at the beginning of 2025, which puts the raw figure into perspective. However, the 39% increase compared with the previous quarter shows a steady acceleration, quarter after quarter.

And whilst it is commonly believed that the Chinese brand is not yet a market leader in Europe, the press release proves the opposite, as Leapmotor ranks among the top three in electric vehicle sales to private customers in the first quarter of 2026.

A core range led by the T03 and the B10

Leapmotor’s momentum in Europe is driven primarily by two key models. The T03, an electric city car in the A-segment, is the mainstay of the brand’s sales: as the brand’s best-seller, it accounts for 56.4% of the market share in its segment and ranks in the top 10 across all vehicle types. With a simple, accessible and competitive offering, it meets a demand that is still not sufficiently met by European manufacturers, despite increasingly visible efforts from several automotive giants.

Alongside it, the B10 marks the brand’s first move into a higher market segment. This newer electric C-SUV had already climbed to fourth place in retail sales within its segment by March 2026, confirming the brand’s ability to establish itself in more premium segments. In line with this expansion strategy, the imminent arrival of the B10 e-Hybrid range-extender, expected in May, should help attract customers who are still hesitant about fully electric vehicles.

A brand that’s here to stay, not just a passing fad

As you can see, these figures demonstrate a clear transition from an emerging start-up to a major player in the European electric mobility sector. It is important to remember that behind the figures lies the infrastructure. Leapmotor has rolled out a network in Europe that now exceeds 800 sales and service points, according to the brand’s communications, compared to 450 across 14 countries announced just a few months ago. This expansion of the sales network is what makes the growth in registrations credible over the long term. Because whilst you can double your sales in eighteen months, you cannot sustain that in the long run without having built the capacity to deliver, maintain and retain customers.

The results for the first quarter of 2026 show that Leapmotor’s gamble is beginning to pay off. The brand is fast becoming a force to be reckoned with.