On 28 October 2025, BMW Group announced the launch of an EV battery recycling programme in Australia, in partnership with local company EcoBatt. This is a major step forward in the sustainable management of electric vehicle batteries.
High-voltage battery used in electric vehicles. (Credit: BMW)
A concrete partnership between BMW and EcoBatt
The essence of the project is based on the new BIDS (Battery-in-Device Shredding) plant, inaugurated last September and located in Campbellfield. This plant, the first in the world capable of shredding batteries integrated into devices, is capable of processing up to 5,000 tonnes of batteries a year.
The German carmaker and EcoBatt have joined forces to give a second life to end-of-life or damaged batteries from BMW and Mini electric models. Collected via the BMW dealer network, the process recovers over 90% of the critical materials: lithium, cobalt, nickel, manganese and graphite. Once these metals have been purified, they can be re-injected into the manufacture of new batteries, closing the life cycle loop.
Why this partnership?
The global battery market is facing growing demand and supply tensions over rare metals. By developing a high-performance recycling chain, BMW aims to anticipate a possible rise in costs and reduce its dependence on external supplies.
But that’s not the only reason. The electromobility sector is distinguished by its ever cleaner ethos. And in this game, manufacturers are pulling out all the stops. In this sense, the German brand wants to stand out from its premium rivals (Tesla, Mercedes, Porsche) by positioning itself as a responsible player, capable of combining performance with environmental awareness.
Lithium, an essential metal in electric car batteries. (Credit: Libby March)
Battery recycling, a virtuous process
It’s no secret that producing a new battery is the most energy-intensive stage in the life cycle of an electric vehicle. Extracting lithium, cobalt or nickel involves costly and polluting mining processes, often located thousands of kilometres from the assembly sites.
To drastically reduce the carbon footprint of the electrical industry, the recycling stage is welcome. In fact, reusing metals extracted from a first life enables the CO₂ emissions linked to the manufacture of a new battery to be divided by two to three. Rare metals are also put under less pressure.
In practical terms, the process begins by completely discharging the batteries, before dismantling and mechanically crushing them. The result is a black powder called “black mass”, a material rich in precious metals. It is then refined to extract the metals and other usable elements, which are then returned to the production lines. According to BMW, over 90% of metals (cobalt, nickel, lithium) can be recovered and reused in this way.
BMW, a pioneer in recycling
This is not the manufacturer’s first attempt at battery recycling. In Germany, the company has a long-term partnership with SK tes to recover rare metals (cobalt, nickel, lithium) from used batteries. As with the Australian project, the materials are reintegrated into the supply chain to produce new batteries.
BMW has had its own recycling centre for 30 years. Many vehicles are recycled there every year. The brand is also working with universities to develop new methods for recycling electric vehicle batteries.
Lithium, an essential metal in electric car batteries. (Credit: Libby March)
A rapidly expanding Australian market
According to an official study by the University of Technology Sydney (UTS), commissioned by the Battery Stewardship Council (BSC): by 2030, there will be 600,000 tonnes of batteries in electric vehicles sold in Australia. By 2040, this figure will rise to more than 2.5 million tonnes, then to 4.1 million tonnes by 2050.
This exponential growth makes recycling a strategic sector as much as an ecological issue. BMW is therefore positioning itself in this fast-changing market, destined to become crucial in the circular economy of electric mobility.
In a sector still dominated by the race for autonomy and power, BMW is also banking on a sector that is set to grow: the second life of our batteries. It remains to be seen whether these technologies will be enough to drastically reduce the costly extraction of rare metals.
October was a decisive month for the French car market. Electric cars have saved sales and reshaped the landscape. Thanks to social leasing, electric cars are finally becoming a mainstream choice for the French. A record share, spectacular growth. Electric cars now account for 24% of sales, demonstrating a profound change in purchasing habits.
The Renault 5 will dominate electric car sales in France in October 2025. (Credit: Renault)
Electric cars rock the French market
The French car market regained some strength in October, although the situation remains fragile. New car sales rose by 2.9% year-on-year. But behind this small increase lies a real change. Sales of electric cars have rocketed by 63%. From 20,899 to 34,108 registrations in one month. This is an unprecedented record. Today, one in four cars sold in France is electric. The 24% market share marks a real turning point. Electric cars are no longer the preserve of companies or pioneering drivers. Private individuals are also choosing this engine.
This strong growth is no accident. It is being driven by substantial public subsidies. The social leasing scheme, which came back into effect at the end of September, allows you to drive an electric car for between 100 and 200 euros a month. French and European subsidies also provide essential support. As a result, manufacturers are speeding up deliveries to keep pace with demand. Fleet sales are even down slightly, proving that households are driving the market. Electric cars are finally becoming an accessible solution for many French people.
Renault back in the lead with the Renault 5
Renault has had an excellent month, resuming its leading role in France. The brand doubled its sales of electric cars and made a successful comeback. The Renault 5 became the star of the moment. It benefited greatly from social leasing. More than 10,000 orders were received and 4,551 cars were delivered in October. It is well ahead of other electric cars in terms of sales. Renault is thus regaining momentum in this market. The brand now offers a varied range of electric cars to suit different budgets. Between the Spring, the Mégane and the Scénic, every customer can find a suitable model.
The Scénic also had a very good year. It came third in October, even at a higher price. It shows that the more upmarket electric segment can operate without too much support. Renault is improving its image and consolidating its entire industry in France. Volumes are increasing, reassuring the industry. But not everything is perfect. The new Renault 4 got off to a slower start. With 1,201 registrations, it was struggling to keep up with the success of the R5. Renault will therefore have to adjust its strategy to avoid too great a gap between its models.
The Peugeot e-208 ranks second in electric sales in October 2025. (Credit: Peugeot)
Stellantis limits the damage thanks to Peugeot and Citroën
Peugeot is also benefiting from social leasing. The e-208 takes second place in the rankings with 2,436 deliveries. It even achieved its best month of the year. The Peugeot 2008 is back in the top 5, showing that the brand remains strong in the major segments. Citroën is experiencing a more difficult situation. The new ë-C3, despite being very affordable, has so far disappointed. It only came sixth with 1,391 registrations. Available volumes are still insufficient, despite its attractive price.
The Stellantis Group’s results are therefore uneven. Some brands are responding well to demand, while others need to react more quickly. Competition is becoming increasingly fierce in the electric sector.
Tesla remains solid
Tesla is holding up well despite the revival of the European market. The Model Y remains in the top 5 with 1,660 registrations. The French continue to support the brand for its technologies. Its Supercharger network remains a major advantage for long-distance drivers. However, Tesla’s dominance is no longer as strong as before. The new public subsidies now favour vehicles produced in Europe. This is changing the hierarchy and reducing Tesla’s lead. Local competition is becoming serious and credible.
Another important point is that the second-hand market is changing. Model Ys are selling more and buyers are finding more alternatives. This shows that the market is becoming mature and diversified. Tesla needs to adapt quickly to maintain its technological and commercial lead. Even a recognised pioneer is seeing a tougher environment.
An exploding market… but dependent on public funding
The democratisation of electric cars is finally becoming a reality in France. Prices are more accessible thanks to subsidies. Social leasing is attracting new customers. Private individuals are taking the plunge. Second-hand car sales are also rising, with electric cars up 34% in October. Residual values are stabilising and batteries are more reassuring. So the transition is no longer just a matter for dealerships.
But one question remains: what will happen when aid is reduced? Will the market be able to remain strong without public support? Today, the answer remains uncertain. The dependence on subsidies is clear, and manufacturers are aware of it. They are developing more affordable models adapted to European criteria. The next few months will be crucial. Without a steady fall in list prices, sales could quickly plummet.
The Tesla Model Y remains in the top 5 of electric car sales in France, despite local competition. (Credit: Tesla)
Infrastructure also remains a challenge. Heavy drivers are still hesitant. Real range is not always convincing. Charging points are still inadequate in some regions. The switch to electric vehicles still has to overcome a number of major obstacles.
The top 10 confirms a real change in the market
This change is clearly reflected in this month’s best-seller rankings. The Renault 5 comes out well ahead. The e-208 follows, just ahead of the Scénic. Tesla is still present, but is coming under increasing local pressure. The Renault 2008 and the ë-C3 complete a very French top. Skoda, BMW and Cupra are making rapid progress. Asian brands such as Hyundai are also showing great ambitions. The market is becoming more varied and dynamic. Each manufacturer is now seeking to have its own popular model.
Models
October 2025
1
Renault 5
4 551
2
Peugeot 208
2 436
3
Renault Scénic
1 670
4
Tesla Model Y
1 660
5
Peugeot 2008
1 630
6
Citroën C3
1 391
7
Renault 4
1 201
8
Renault Megane
1 166
9
Skoda Elroq
891
10
BMW iX1
812
A fragile but promising success story
October 2025 will remain an important month for electric cars in France. The French are finally embracing this change with enthusiasm. French brands are taking full advantage. Electric cars are becoming more accessible thanks to public subsidies.
But we must remain cautious. Such a rapid transition can be fragile. Prices must continue to fall. More charging points are needed everywhere. Cars still need more range. The real challenge starts now: making electric cars sustainable, even without financial support.
For the moment, let’s make the most of progress. The electric car is no longer a futuristic project. It’s already all around us. Thanks to the choices made by the French, the market is evolving and preparing for the future.
At a time when the electric mobility revolution is gathering pace in Europe, the micro-States of Andorra, Liechtenstein, Monaco, San Marino and the Vatican have their own unique dynamics. Although their populations are small, these states face specific challenges in terms of electromobility. These include infrastructure, incentives, fleet changeover and geographical constraints.
The QUANTiNO Twentyfive embodies the strategy of micro-states like Monaco to accelerate high-end electric mobility. (Credit: nanoFlowcell)
A broader European dynamic
In Europe, the car market grew by 10% in September 2025, with 888,672 registrations. Electric vehicles accounted for 18.9% of sales over the month, or 167,586 units. Over nine months, their share reached 16.1%, up 24.1% on 2024. However, according toACEA, this pace is still insufficient for the energy transition. However, this indicator masks major disparities between countries and, above all, between the “size” of individual countries.
Micro-States often escape clear visibility in European statistics. Nevertheless, public recharging infrastructure has seen a significant acceleration since the roll-out of the AFIR regulation, which has been in force since April 2024. In May 2025, there were almost 970,000 public charging points in the European Union, an increase of almost 40% in one year. However, 40% of these charging points are still concentrated in the Netherlands, Germany and France, accentuating regional imbalances. The European objective remains ambitious: to have fast charging points of at least 400 kW every 60 km on major roads by 2026. As a result, even the smaller countries now have to make up for their structural shortcomings. They will have to be integrated into this continent-wide harmonised network.
Monaco: the urban pioneer
The case of the Principality of Monaco is particularly well documented. The “Monaco ON” network, launched in 2020, aims to deploy free and accessible charging stations throughout the Principality. By the end of 2023, “clean” vehicles (electric or hybrid) already accounted for almost 16% of the total fleet. Around 7.6% of vehicles were 100% electric.
By 2024, the figures show a total ‘green’ figure of 40.3% for the period. There are many incentives: purchase subsidies (up to 30% of the price, capped), free public recharging, free street parking for EVs, and free annual vignettes.
Despite this, Monaco still faces a number of challenges. These include the high cost of electric vehicles in a very high-end fleet. There is also the dependence on imported electricity and the need to optimise the use of charging points. However, the Monaco model proves that even a micro-State can make rapid progress when it combines incentives, infrastructure and a coherent policy.
A Tesla Model 3 in the Andorran Pyrenees. This is a reflection of the green shift that Europe’s micro-States are undergoing. (Credit: myevtrips.com)
Andorra: a discreet but tangible rise
In the Principality of Andorra, although precise data on the overall electric vehicle fleet is limited, several indicators point to real progress. At the end of 2024, Andorra had 87 public charging stations, covering an area of 468 km². The number of megawatt-hours consumed at public charging stations rose from 128 to 464 MWh between 2020 and 2024, an increase of 262% in four years. In addition, some public tariffs encouraged EVs via the first two hours free of charge in transit zones. However, there is little data on the market share of EVs in registrations or in the vehicle fleet. The twofold objective for Andorra is therefore to strengthen statistics, but also to stimulate uptake by providing new incentives and extending the infrastructure.
Liechtenstein: modest but on the move
Liechtenstein, a small Alpine state, also has a modest take-up rate. At the end of June 2023, 100% electric cars accounted for around 4% of the total vehicle fleet. In terms of new vehicle registrations, in March 2025, 23 out of 134 cars registered were fully electric. Incentives are limited: no national subsidy for EVs in 2025, but exemption from the annual EV tax and some municipalities offering free parking. There are currently around 56 public charging points across the country. The main challenge is to raise the profile of EVs and develop the supply of fast infrastructure to encourage potential buyers.
San Marino and the Vatican: data too limited
For the other two micro-States – the Republic of San Marino and the Vatican City State – public data on electric vehicles remains limited or partial. This scarcity can be explained by their very small size, the low number of registrations and the absence of any obligation to publish detailed statistics.
In San Marino, however, the E-Way project illustrates a clear political will to promote more sustainable mobility. The territory has 22 charging stations for electric cars, each equipped with two 11 kW and 22 kW sockets, as well as six dedicated stations for electric bicycles. These facilities, supplied by ABB, allow full recharging in less than an hour and are compatible with most models on the market, while meeting the strictest safety standards. Although still modest, this infrastructure marks an important step towards the adoption of low environmental impact mobility in the Republic.
Two Exelentia vehicles for the Vatican services. They are symbols of the Pontifical City’s ecological transition. (Credit: Vatican City State)
For its part, the Vatican recently took a symbolic step in its transition to environmentally-friendly transport. In collaboration with Exelentia, the Vatican’s Governorate has launched a new fleet of electric vehicles for internal services and for use in the Papal Villas at Castel Gandolfo. These vehicles, which range from vans to shuttle buses for visitors, are now being used by the Gendarmerie, the Fire Brigade and maintenance teams. This initiative illustrates the Holy See’s growing commitment to reducing its carbon footprint and promoting zero-emission mobility in its symbolic spaces. In 2020, the Vatican announced a major plan to replace its vehicles.
Despite these advances, the uptake of electric vehicles in both San Marino and the Vatican is still limited, due to the lack of a significant civilian fleet and consolidated data that would make it possible to accurately measure their spread.
What are the challenges facing these micro-States?
On the one hand, the small size of these territories is a potential advantage: a standard, a network or a policy can be implemented more quickly than on a national scale. On the other hand, the obstacles are specific: dependence on imported energy or infrastructure, very small purchasing markets that limit economies of scale, and parking or housing issues (particularly for residents without garages). The development of fast or ultra-fast charging stations has yet to be fully documented in these countries. Furthermore, if it is projected that Europe as a whole will need to install up to 3.5 million charging points by 2030 to support electromobility, the micro-States are not exempt from the effort. Finally, statistical monitoring remains a gap that needs to be filled as a matter of urgency in order to accurately track changes in market share, particularly for San Marino and the Vatican City.
Under-exploited but growing potential
In short, Europe’s micro-States show a variety of trajectories. Monaco appears to be one of the most advanced models in this category. Andorra is making good progress with its infrastructure, while Liechtenstein is making progress, but remains at a modest stage of adoption. San Marino and the Vatican remain on the sidelines for lack of data.
The challenges are now clear for all concerned. Incentives need to be increased and the network of charging points strengthened. It is also essential to simplify the adoption of electric vehicles and improve the monitoring of indicators. In a rapidly accelerating European context, these small countries have a real opportunity. But they also have a responsibility not to be left behind.
Luxembourg may not be a giant, but it is one of Europe’s most advanced electromobility regions. In just a few years, the Grand Duchy has built up a clear strategy: to increase the density of its recharging network and support private individuals and businesses.
The GRIDX headquarters in Luxembourg, a centre dedicated to electric mobility and premium automotive experiences. (Credit: GRIDX)
A rapidly electrifying car fleet
Growth is surely the word that best defines the situation of Luxembourg’s electric car fleet. If we look at the figures for the last three years, the upward trend is palpable. In 2022, electric vehicles still represented only 3.4% of the Luxembourg car fleet. A year later, that share had almost doubled to around 6.5%, according to the Ministry of Mobility. By the end of 2024, Luxembourg had more than 32,000 100% electric vehicles on the road, representing almost 7% of the national car fleet.
With the addition of plug-in hybrids, more than one in ten vehicles on the road in the country is now electrified. This growth shows no sign of stopping, and the proof is in the pudding: in the first half of the year, electric cars accounted for around 26% of new registrations, more than a quarter. This pace is reassuring for the authorities, given that the government’s target, set out in the National Energy and Climate Plan (PNEC), is to have 49% of vehicles electrified by 2030. This is a clear ambition for a small country where distances are short and domestic recharging habits are already well established.
An exemplary recharging network
Luxembourg now has one of the highest densities of charging points in Europe. According to data from ACEA (the European Automobile Manufacturers’ Association), the Grand Duchy is one of Europe’s leading countries in terms of the density of charging points for electric vehicles in relation to its surface area. Second in the rankings, with an average of 34.5 charging points every 100 kilometres, sandwiched between the two giants of electromobility: the Netherlands (47.5 points/100 km) and Germany (19.4 points/100 km). By way of comparison, France comes tenth with 4.1 charging points per 100 km.
The country owes this high density and ranking to its “Chargy” public charging network, launched in 2017, which has more than 666 charging stations spread across the country (one charging station represents two charging points, so 1,332 charging points available). At the same time, “SuperChargy” is deploying fast and ultra-fast charging points on major routes, particularly along motorways and in strategic urban areas. But since 16 June, Chargy has been in the private sector. Luxembourg’s Minister for the Economy, SMEs, Energy and Tourism signed a decree awarding the public service concession for the operation of the national infrastructure of public charging points for electric vehicles to a private player: the charge@lux consortium, made up of Electris, Cube4T8 and Socom. The aim of this change is to harmonise charges, improve maintenance and ensure uniform coverage of the country. In total, there are now almost 3,000 public charging points, a figure that is up by more than 20% compared with 2023. This powerful and effective network means that any Luxembourger can be close to a public charging point.
But action to improve access to recharging is not limited to government initiatives. The country’s strength lies in the innovation of its local authorities. Case in point: in Esch-sur-Alzette, the country’s second-largest town, the “Sudstroum Slow Charge” project has been launched. The idea is to recharge electric vehicles directly from public lampposts… a first in Luxembourg.
Row of electric vehicles charging stations on the background of blue sky.
Focus on GridX: a driving force for innovation in electromobility in Luxembourg
True to the spirit of this country that never ceases to innovate, the GridX project was inaugurated on 18 September 2025 in Wickrange. Designed by the Giorgetti group, this unprecedented complex of almost 42,000 m² is intended to be Europe’s first “multi-experience” destination, combining commerce, gastronomy, hotels, culture and, above all, mobility. Featuring a unique car gallery, where prestigious brands such as Alpine, Bentley and Ducati can be seen all year round, this brand-new space is presented as “a museum or temple of mobility”.
In fact, beyond the car gallery, this venue is a veritable cluster dedicated to the automobile, with concierge services, driving simulators and a partnership with Turin’s MAUTO museum. Although GRIDX is not exclusively dedicated to electric vehicles, its space and its focus on electrified mobility make it a relevant player in the sector. – Its spaces offer the public a physical showcase for brands in the electric mobility sector, but also serve as a permanent showroom for premium manufacturers. A real plus point for this sector, which needs to raise its profile with the general public. – It creates a point of convergence between charging services, premium vehicles and the customer experience, which can facilitate the integration of charging points, infrastructure solutions or premium fleets. – Thanks to its “mobility + lifestyle + business” concept, GRIDX can accommodate players in electromobility (start-ups, suppliers, equipment manufacturers).
GridX Luxembourg’s scale and innovative character make it much more than just a shopping centre. It is a symbol of automotive renewal, a showcase for innovation and further proof that Luxembourg continues to think big when it comes to the future and sustainable mobility.
Distributors present
To meet government requirements for electrified cars and ever-increasing customer demand, car distributors and dealerships have had to adapt. At the 2025 edition of the Autofestival show, which brings together car distributors in Luxembourg, it was reported that around 90 dealerships were taking part, proof that electromobility now occupies a central place in the market.
These include Losch Luxembourg, Car Avenue and the Autosphère group, three key players on the Luxembourg automotive scene. – Losch Luxembourg, official importer of Volkswagen Group brands (Volkswagen, Audi, Škoda, SEAT/CUPRA, Porsche, etc.), is the national leader in the sector. A major investor in electric mobility, it offers a wide range of 100% electric and rechargeable hybrid vehicles. – Car Avenue, which operates in Luxembourg, France, Belgium and Germany, distributes brands such as Mercedes-Benz, Smart, Peugeot and Opel. The electric range has also been greatly expanded, offering most of the models in vogue. – The French group Autosphère is now present on the Luxembourg market, representing a number of generalist and premium brands. It promotes green mobility by offering electric and rechargeable hybrid vehicles.
Traditional companies that, in just a few years, have reinvented themselves to become key players in the transition to electric mobility.
Happy beautiful couple is choosing a new car at dealership. Blurred background
A policy with a thirst for progress
For more than a decade, the Luxembourg government has been actively supporting the energy transition. Individuals benefit from purchase subsidies of up to €6,000 for the purchase of a new electric vehicle, while the installation of a home charging point is subsidised up to 50% of the total cost, up to a maximum of €1,650. The government is also maintaining partial tax exemptions for company fleets. In 2025, a €30.5 million European investment programme has been allocated to Luxembourg to strengthen public infrastructure and support the deployment of fast charging stations in suburban areas.
A favourable energy model
The ambition for a cleaner everyday life is also facilitated by the fact that the country benefits from a low-carbon electricity mix, supplied largely by imports from neighbouring countries (France, Germany) and by a growing proportion of local renewable energies. This configuration means that the carbon footprint of electric vehicles is well below the European average. In fact, according to a study by Klima-Agence, the carbon footprint of an electric vehicle in Luxembourg is 70 g CO₂/km over a 200,000 km lifecycle. Compared with the European average, estimated at between 90 and 120 g CO₂/km depending on the country’s energy mix, Luxembourg is at the top end of the scale. The authorities are working to make recharging even greener, thanks in particular to their partner Encevo and its subsidiaries, Luxembourg’s benchmark energy group, to gradually supply the charging points with 100% green electricity.
Anticipating challenges
Luxembourg, small in size but big in terms of its transition, is not exempt from the challenges that affect other regions. Indeed, as with its neighbours, the electrification of heavy goods vehicles and commercial vehicles remains on the sidelines. To take this complex new step, we need to develop appropriate infrastructure and electrify heavy goods vehicles. Heavy commercial vehicles (HGVs + LCVs) are responsible for more than 25% of road transport emissions in Luxembourg. Another challenge is to modernise charging points in the face of the proliferation of fast charging points. A study by the Ministry of Energy has already identified the urban areas that should be upgraded as a priority. Finally, the same observation applies as in the rest of Europe: although the cost of using an electric vehicle is advantageous, its purchase price is still high, which is still holding back some motorists from taking the plunge, despite existing incentives.
A country with great ambitions
By focusing on coherence and planning, Luxembourg’s figures show that a small country can be more advanced than a large one. The country has managed to make the most of its territory with a model based on the development of recharging infrastructures, clear financial incentives thanks to state aid, and clean energy. With a steadily growing market, France’s border neighbour is one of the most successful examples of electromobility in Europe.
In a world where respect for the environment is becoming a priority, the boating industry is changing fast. The Sialia 45 embodies this evolution. This 14-metre electric yacht promises power, autonomy and lasting comfort.
The Sialia 45, a 14-metre electric yacht, seen in profile at sea, illustrating its elegant, modern design. (Credit: Sialia Yachts)
The long-awaited arrival of the Sialia 45
Production of the Sialia 45 is nearing completion in Poland. Its launch is expected this autumn, after a long series of rigorous tests. “Designing one of the most sophisticated electric yachts in the world requires exceptional technological precision,” Milvio Ricci, Chief Commercial Officer of Sialia Yachts, told Le Figaro. As a result, every motor, battery and navigation system has been meticulously tested to ensure both safety and maximum performance.
Initially scheduled for the summer, the timetable has been deliberately extended. So, this strategic choice aims to offer a yacht that exceeds all expectations. “When the Sialia 45 sets sail, it will not simply join the electric yachting market, it will redefine it,” adds Ricci, underlining Sialia Yachts’ ambition.
Unique features
The Sialia 45 has two electric motors, each rated at 300 kW, enabling it to reach a maximum speed of 43 knots. Cruising at 25 knots, the standard 500 kWh battery provides a range of 55 nautical miles. For longer trips, it is possible to add a 200 kWh endurance pack, extending the range to 77 nautical miles, or opt for a biodiesel extender, which can extend the range to 240 nautical miles.
Recharging the yacht is also fast and efficient: from 10% to 90% in just three and a half hours, reducing range stress. Thanks to this technology, navigation remains fluid and safe, combining high performance with peace of mind for all yachtsmen on board.
The interior of the Sialia 45 offers a modular and comfortable layout, combining luxury and sustainable materials. (Credit: Sialia Yachts)
The art of comfort on an electric yacht
Its epoxy-sandwich carbon hull combines lightness, strength and robustness, guaranteeing stable, quiet sailing. The Sialia 45 is available in three versions – Runabout, Sport and Weekender – each adapted to a specific sailing style. Whether it’s a sports outing, a family cruise or an extended stay, the yacht offers modular and welcoming spaces, perfectly designed for passenger comfort.
Inside, the bright saloon, optional galley and comfortable cabin create a warm and functional environment. On deck, large relaxation areas invite you to enjoy the sea, whether with friends or family. Every element has been designed to combine silence, comfort and safety, offering a harmonious and enjoyable sailing experience.
An eco-responsible and innovative approach
Sialia Yachts incorporates sustainability into every stage of design and manufacture. The yacht uses recycled cork flooring, fully recyclable materials and low-maintenance electric motors, minimising its ecological impact. The batteries, guaranteed for five years and designed for 3,000 cycles, are upgradeable, offering the possibility of benefiting from the latest technological innovations.
Close-up of the Sialia 45, highlighting the details of its carbon hull and top-of-the-range finish. (Credit: Sialia Yachts)
International recognition: Gustave Trouvé Prize
The Sialia 45 has won the Prix Gustave Trouvé 2024 for electric yachts over eight metres in length. The award underlines the technical excellence and sustainable commitment of Sialia Yachts. “This award confirms that we are on the right track,” says Milvio Ricci, proud of his team.
The jury, made up of 32 international experts, assessed more than 150 boats. They took into account electric propulsion, technical innovation and environmental impact. This historic recognition honours the memory of Gustave Trouvé, the French inventor of the first electric outboard motor, created for his prototype boat Le Téléphone.
A yacht that reinvents tomorrow’s sailing
Founded in 2017 by Stanislav Szadkowski, Sialia Yachts has established itself in the high-end electric yacht segment. After the Sialia 57 Deep Silence, the brand has now completed its range with the 45, 59 and 80 Explorer models.
The Sialia 45 combines performance, comfort and respect for the environment. Every detail, from the carbon hull to the recycled cork floor, bears witness to a forward-looking vision. This yacht offers a luxurious experience while preserving the oceans and their biodiversity.
Choosing the Sialia 45 means opting for modern, responsible yachting. Power, autonomy, modularity and durability combine to create a new benchmark for the market. The Sialia 45 paves the way for cleaner, quieter and deeply inspiring sailing. It perfectly demonstrates that electric yachting is no longer a futuristic idea. It’s an accessible, high-performance experience for all yachtsmen.
On 28 October 2025, Reuters announced that China had made a major strategic decision: new energy vehicles (NEVs) (electric, plug-in hybrids, hydrogen fuel cells) are no longer included among the strategic industries in its five-year plan for the period 2026-2030. This sends out a strong signal in a country that has until now placed NEVs at the heart of its industrial policy.
The two BYD Seal U vehicles illustrate BYD’s growing presence in the Chinese electric vehicle market. (Credit: BYD)
Why was this decision voted through?
For more than a decade, China has given massive support to the electrified vehicle industry, with purchase subsidies, support for research and development, tax exemptions, infrastructure development, etc. A policy choice that has borne fruit, as China has become the world’s largest EV market and is driven by major export ambitions.
So why the decision not to include new energy vehicles as a strategic industry? Firstly, because the Chinese EV industry is in a situation of industrial overcapacity. In other words, the sector has more production capacity than is being sold or demanded. This is because China has many factories and too many competing brands. Reuters refers to this as “grappling with oversupply”: competition has squeezed manufacturers’ margins and made it more difficult to pursue a sales model based solely on volume. Even more telling, according to data from Jato Dynamics, 93 of the 169 manufacturers operating in China have market shares of less than 0.1%.
The Chinese government seems to consider that the NEV sector is now sufficiently ‘mature’ to rely more on market forces than on massive, ongoing state support.
The Zeekr X compact electric SUV embodies Geely’s top-of-the-range strategy in the NEV market.
(Credit: Zeekr)
The five-year plan probably prefers to give a boost to other less mainstream but equally strategic sectors, such as quantum technology, bio-manufacturing, hydrogen and nuclear fusion. So the decision not to classify new energy vehicles as a “strategic industry” does not mean total disinterest, but marks a transition towards a model in which the market should be more self-regulating.
What will this mean for the industry?
Obviously, less direct support from the State means that players in the sector have to adapt:
Smaller manufacturers with little long-term reliability will be forced to merge, to withdraw or to be bought out by more powerful groups, which will be at an advantage.
Since the domestic market appears to be saturated for the moment, Chinese manufacturers will have to focus more on foreign markets (Europe, Asia, Latin America) to maintain their growth. To do this, they will have to differentiate their products (technology, quality, service) and not just enter the low-price war.
The sector will have to review its industrial strategy, since the “volume + subsidy” growth model is showing its limits. The choice of quality, innovation and connected services is becoming more obvious.
As the EV industry brings together a multitude of players to develop, these other ‘related’ sectors will also be involved (suppliers of batteries, modules, software).
The Tesla Model 3 remains one of the most popular foreign models on the Chinese electric vehicle market. (Credit: Tesla)
A look back at China’s historic support
Sensing that the EV market would rapidly become a global one, China has contributed financially to the development of its industry. As early as 2009, it was subsidising projects to support the purchase of electric vehicles and plug-in hybrids, as well as demonstrations of these technologies in a number of pilot cities.
Shortly afterwards, the national subsidy programme for NEVs was officially launched: by the end of 2015, the central government had already spent 33.4 billion yuan (around €4.3 billion).
Direct purchase subsidies, tax exemptions, quotas, investment in recharging infrastructure: these are all ways of boosting NEVs.
However, at the end of the 2020s/beginning of 2025, support was gradually reduced or withdrawn: for example, the national purchase subsidy programme officially ended at the end of 2022. China accepts that the sector is maturing and that the State is taking a step backwards.
Conclusion
The fact that China is removing NEVs from its status as a “strategic” industry in the next five-year plan is a symbolic choice for the global electromobility industry. This does not mean the end of EVs in China, but it does mark a turning point: the players must now prove their viability on their own and adapt.
Faced with the boom in electric cars, China is stepping up its regulation. After autonomous driving and door handles, it’s now the turn of batteries to come under strict control. The famous “semi-solid batteries” will now have to bear the more precise name of “solid-liquid batteries”.
The MG4 is one of the first mass-market cars to adopt a solid-liquid battery in China (Credit: MG).
For years, the Chinese electric car market was very chaotic. Brands multiplied their promotions and exaggerated their announcements. Now Beijing wants to clarify things. The rules already cover battery safety, semi-autonomous driving and car design. Battery names must now also be precise.
The intermediate solution
Solid batteries are seen as the Holy Grail of electromobility. They offer greater range, greater safety and rapid recharging, while being lighter. However, large-scale production is not expected until the end of the decade, although prototypes will be appearing as early as 2027. In the meantime, semi-solid batteries serve as an intermediate solution. Their partially solid electrolyte improves energy density and safety, while remaining simpler to manufacture than a totally solid battery.
Nio was a pioneer with a 150 kWh battery, offering more than 1,000 km of real range, although the manufacturer relativised this figure. MG then integrated the technology into its MG4 model, making the semi-solid battery accessible to mainstream vehicles. These examples show that this is a promising technology, but one that is still in transition.
A change of name
The Chinese regulator considers the term “semi-solid” to be ambiguous. Many consumers might believe that this is an almost finished version of solid batteries. To clear up this confusion, Beijing is now imposing the term “solid-liquid”. This term better reflects the actual chemistry: a partially solid electrolyte, but still liquid, reminding us that the real revolution is yet to come.
The solid state battery is at the heart of intense international competition. China, Japan, Korea and Europe are battling to produce the most efficient technology. Chinese carmakers are aiming for limited production by 2027 and mass deployment by 2030. This technological race illustrates the strategic importance of batteries for the future of the car.
The 150 kWh Nio battery illustrates the progress made with solid-liquid batteries before the arrival of all-solid batteries (Credit: NIO).
In the meantime, semi-solid batteries are playing a key role. They offer long autonomy, rapid recharging and improved safety. What’s more, they can be integrated into existing production lines, limiting industrial costs. These technologies represent a stepping stone to the widespread use of solid batteries.
Towards a structured market
In the long term, the battery market should segment into three major families. Top-of-the-range solid batteries for premium vehicles, intermediate LFP or LMFP batteries for a good cost/performance compromise, and sodium-ion batteries for economical urban vehicles. Each technology stands out for its autonomy, safety and production price, while offering rapid recharging.
Chinese regulation illustrates the country’s desire to stabilise a rapidly expanding market. By imposing precise names and controlling manufacturers’ communications, Beijing is seeking to protect consumers and structure innovation. Solid-liquid batteries represent a key stage in the energy transition, paving the way for the real solid batteries that will transform the automotive industry in the next ten years.
NIO has just announced a new milestone: its battery-swap services have exceeded 90,000,000 cumulative operations. Announced on X by NIO CEO William Li, this milestone was reached on 26 October 2025.
A NIO electric car emerges from the automatic battery exchange station. (Credit: NIO)
What is a battery exchange?
Battery swap involves replacing the discharged battery of an electric vehicle with a battery that has already been charged at a dedicated station, rather than waiting for the battery to recharge at a charging point. The aim is to avoid EV (electric vehicle) drivers having to wait for their battery to recharge at “conventional” charging points. Battery Swap Stations are designed for the automatic removal and installation of EV batteries. The operation is almost entirely automated. Some users report that, from arrival at the station to departure, the whole process takes less than 10 minutes. This includes checking and invoicing.
Why is this a major milestone?
The figure of 90 million battery exchanges shows that this is an effective service on a large scale. It is convincing electric vehicle drivers. To understand the dynamics of the NIO project, it is interesting to refer to William Li’s post on X. Between the 80 millionth exchange and the 90 millionth exchange, only 100 days elapsed. If we compare this to the first 10 million, achieved in over four years, the growth is impressive. According to the Chinese manufacturer, the battery exchange service now carries out an average of 100,000 exchanges a day worldwide.
Thrilled to share that we just hit the 90,000,000th battery swap at 22:53:25 on October 26, 2025 (UTC+8)!🚀 It took 1,506 days to get from the first battery swap to 10,000,000th, and only 100 days to go from 80,000,000th to 90,000,000th! Huge thanks to every user's support, let's… pic.twitter.com/wQUftXWkFs
Just over a year ago, in June 2024, there were 2,432 stations. This number has now risen to more than 3,445 stations. China’s electric car ambitions can also be measured with NIO: there are more than 1,000 battery exchange stations along the country’s motorways. For once, the number one objective is to export and dominate world markets, including Europe. To achieve this, the company has set up a number of exchange stations on the Old Continent.
NIO, a complete company
NIO is a Chinese company, founded in 2014 and based in Shanghai. It stands out for its versatility in electric mobility. Its network of battery swap stations (“Power Swap Stations”) makes it one of the global market leaders. Its innovative “Battery-as-a-Service” model also contributes to this position. This strategy has several levers: speed of use, reduced range anxiety and differentiation. NIO offers a complete ecosystem. It includes its top-of-the-range electric vehicles, domestic and public recharging services, as well as software and connected solutions for its users.
A NIO vehicle leaves the battery exchange station, ready for the road (Credit: NIO)
An innovative but demanding model
However, this system requires significant investment: construction of automated stations, logistical management of batteries and maintenance. These constraints mean that the model is easier to deploy for a manufacturer with significant financial and operational resources.
To date, the cumulative electricity exchanged via these services amounts to around 4.75 billion kWh, equivalent to the annual consumption of around 2.37 million homes. These figures testify to the scale of the infrastructure, but they must be qualified: this is a network concentrated mainly in China, not a uniform daily performance on a global scale.
90 million batteries exchanged, a figure that shows that NIO does not limit itself to producing top-of-the-range electric vehicles: its “Battery-as-a-Service” model and its network of automated stations enable it to offer a complete ecosystem for its users. With its battery-swap system, NIO is proving that it is possible to drastically reduce recharging time and reassure drivers about range. An approach that could well redefine the driving experience of electric vehicles, especially on long journeys.
DS Automobiles is ushering in a new era in Formula E. In Valencia, the official tests for season 12 are in full swing. This marks a key stage in the French brand’s preparations. Combining technological innovation, strategic preparation and sporting ambition, the Stellantis group’s premium brand is aiming to make a name for itself right from the start in Brazil.
Maximilian Günther and Taylor Barnard, DS PENSKE drivers, during the Formula E season 12 shakedown in Alès on 22 October 2025. (Credit: Marc de Mattia / DPPI)
A promising eleventh season for DS Automobiles
Since 2015, DS Automobiles has established itself as a key player in the ABB FIA Formula E World Championship. This year, the brand begins its eleventh season. It is thus confirming its commitment to this 100% electric discipline, a symbol of performance and sustainability. Testing is currently taking place at the Ricardo Tormo circuit in Valencia, Spain, until Friday. This is where the DS E-TENSE FE25s will take their first laps under the watchful eye of the engineers and partner PENSKE AUTOSPORT.
Intensive testing to fine-tune performance
After several weeks of work in the factory, focusing on strategy and software development, DS Automobiles is back on track with the aim of optimising every detail. Eight timed driving sessions are scheduled, divided between the regular drivers and two talented young women. The first six sessions will be run by Maximilian Günther, an experienced German driver, and Taylor Barnard, his promising and determined British team-mate. The last two sessions, on the other hand, will be devoted to Lindsay Brewer and Jessica Edgar. This special day, dedicated to women drivers, illustrates the brand’s commitment to greater representation in motor sport.
At DS PENSKE, cohesion and preparation are the keys to success. The team enters the new season with a clear ambition: to be among the championship leaders. Maximilian Günther, known for his consistency and speed, and Taylor Barnard, a talented young recruit, will form a complementary duo. Together, they will have to collect as much data as possible before the first race, scheduled for 6 December 2025 in São Paulo. This will mark the real launch of season 12, where every technical and strategic detail will count.
The voice of experience and passion
Eugenio Franzetti, Director of DS Performance, makes no secret of his pride. According to him, DS Automobiles is approaching this season with its determination intact. “We are proud to be entering our eleventh Formula E season. DS Automobiles is one of the key players in this series and we’re looking forward to securing further podium finishes and, above all, further victories.” He also highlights the hard work of the engineers and mechanics during the off-season. They are essential to the development of the new DS E-TENSE FE25 package. In his opinion, the team has everything it needs to fight at the front and put on a top-class show.
The DS PENSKE DS E-TENSE FE25 single-seater under full acceleration on the Ricardo Tormo circuit, a symbol of the new electric generation (Credit: Stellantis).
Figures that speak for themselves
Since its entry into Formula E, DS Automobiles has racked up an impressive list of achievements: 137 races contested, 4 championship titles, 18 victories, 55 podium finishes and 26 pole positions. These results confirm the solidity of the project and the consistency of the French brand’s performances. Over the seasons, DS has established itself not only as a leading team, but also as a technological laboratory for electric mobility.
A long-term commitment and a forward-looking vision
Born in Paris in 2014, DS Automobiles embodies the art of French travel. Heir to the prestige of the 1955 DS, the brand draws on unique expertise combining elegance, innovation and refinement. Its involvement in Formula E is part of a global electrification strategy. Today, all DS models are available in an electrified version, with 100% electric or rechargeable hybrid engines.
In 2025, DS Automobiles is accelerating its transition with the launch of the DS N°4, offering a range of 450 kilometres, and the DS N°8, a new flagship capable of reaching up to 750 kilometres. These vehicles embody the brand’s futuristic vision: elegant, high-performance cars that respect the environment. With 450 DS Stores in 40 countries, DS Automobiles confirms its global presence and its desire to offer an exclusive customer experience.
Formula E: a laboratory for DS innovation
Formula E is much more than a sporting competition. For DS Automobiles, it represents a unique testing ground. The innovations developed on the circuits quickly find their way into production vehicles. Energy management systems, energy recovery and assisted driving software all bear witness to this synergy between sport and technology. In this way, each Formula E season becomes an accelerator of progress for the brand.
As the first laps of the Valencia circuit draw to a close, DS Automobiles looks set to rise to the challenge. With a close-knit team, talented drivers and cutting-edge technology, the French brand is looking forward to writing new pages in its record of achievements. Season 12 promises to be a thrilling mix of innovation, competition and passion, a perfect reflection of the DS spirit: combining elegance and performance in the service of electromobility.
It’s coming soon: Porsche’s iconic SUV is being transformed into an ultra-efficient 100% electric vehicle. Called the Cayenne Electric, it will be launched in the coming weeks, according to the latest press release from the manufacturer.
The Porsche Cayenne Electric boasts an assertive, dynamic front-end design in keeping with the sporting spirit of the brand (Credit: Porsche).
Following on from the Macan Electric, Porsche is continuing its transformation towards an entirely zero-emission range. The Cayenne, an emblematic model launched in 2002, is in turn becoming the representative of a transition to top-of-the-range electromobility.
This new press release, published on 23 October 2025, provides technical confirmations that will increase the expectations of car lovers. Porsche tells us that the vehicle’s battery has a gross capacity of 113 kWh. And what sets it apart is that it is not just a module housed in the floor. It is a load-bearing element of the chassis. This integration into the structure improves the vehicle’s rigidity and lowers its centre of gravity, essential elements for the SUV’s technical performance.
The thermal management system is also well thought out. The press release mentions double-sided cooling (above and below the battery). There’s also a new predictive thermal management system that takes account of driving conditions, driving style and traffic to anticipate thermal requirements. Porsche’s idea is to optimise efficiency, range and performance, whatever the conditions of use.
The 113 kWh structural battery enhances chassis rigidity and improves the Cayenne Electric’s centre of gravity. (Credit: porsche)
Performance and real-life use
The future of recharging is already here, and from 2026 Porsche will be offering a wireless inductive recharging system on board the Cayenne Electric. This system works via a floor plate, installed in a garage for example, on which the vehicle is automatically positioned using sensors and cameras. To charge, the vehicle lowers itself slightly to reduce the gap between itself and the plate, allowing inductive coupling over a few centimetres. The advertised power is 11 kW in alternating current, with an efficiency of around 90%, comparable to a domestic wall-mounted charging point.
One of the great challenges for manufacturers is to offer a powerful battery with a short recharge time. And in this respect, the Cayenne Electric promises to be effective: – In terms of range, the vehicle is claimed to offer up to 600 km. Tests on prototypes have shown that at a constant speed of between 110 and 115 km/h, a prototype covered around 568 km with only 2% of the charge remaining. – As for recharging, the manufacturer has announced a maximum DC power of up to 400 kW, which would allow very rapid recharging, i.e. going from 10% to 80% of the battery in less than 16 minutes. Another statistic that might be more telling: a recovery of around 300 km of range in 10 minutes, no less.
Porsche is all about speed, performance and sportiness. For its most powerful model (Turbo in particular), the German marque is promising a top speed of around 250 km/h.
A futuristic cabin with curved screen, head-up display and top-of-the-range comfort. (Credit: Porsche)
A top-of-the-range interior
The interior of the Cayenne Electric is all about digital technology. A large curved screen is the main feature of the cabin. The manufacturer claims that it is the largest ever used in a Porsche vehicle. It is complemented by a dedicated screen for the front passenger and an augmented reality head-up display.
And of course, with this type of vehicle, there are plenty of options: electric rear seats, surface heating function, panoramic roof with progressive blackout.
Release date still unknown
No precise date has been announced. But according to the latest information, the commercial launch should take place in a few weeks’ time, which suggests a production launch or arrival in certain markets at the end of 2025.
Other specialist sources predict availability in 2026.
