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The recent rise in oil prices, fuelled by geopolitical tensions in the Middle East, is beginning to be felt in many parts of the world. In Los Angeles, the price of petrol has passed the symbolic mark of 5.29 dollars a gallon (3.8 litres), an increase of 45 cents in just 15 days. Brent crude is trading at around $105 a barrel. In France, too, prices are on the rise, and this could well lead to an increase in the number of EVs on the road.

Soaring fuel prices speed up the transition to electric vehicles

In the United States, and California in particular, the first effects could already be visible this month. A AAA survey revealed that 77% of respondents said that saving money on petrol was their main motivation for buying an electric vehicle. A figure that clearly illustrates the unexpected role of fuel in driving the transition.

Sam Abuelsamid, automotive analyst at the telemetry agency, said: “The last time we saw oil prices above $100 a barrel was in early 2022, and that’s when we saw electric vehicle sales really start to pick up in the US”, before adding: “We’re likely to see an increase in the adoption of electric vehicles and in particular the adoption of hybrids”.

This trend is confirmed by Brian Maas, President of the California New Car Dealers Assn. Interviewed by the Los Angeles Times, he predicted that enthusiasm for electric vehicles will rise again throughout California if oil prices don’t fall. “If previous spikes in gas prices are any indication, you tend to see interest in more fuel-efficient vehicles,” he said.

And what about France?

In France, the trend is similar, with prices rising significantly between 1 and 11 March 2026: diesel rose from €1.721 per litre to around €1.95, SP95-E10 from €1.723 to €1.85, and SP98 from €1.829 to €1.93. This increase is due to a combination of the rise in the price of Brent crude oil ($105-110), geopolitical tensions in Iran and the EEC tax of 16 to 17 centimes per litre since January 2026.

And the least we can say is that this increase does not please the French. On social networks, they are not hesitating to raise their voices with the keyword #BalanceTonPlein. Now viral, particularly on X, motorists are sharing their bills or their exasperation at the increase in fuel prices.

But will this change anything for the car market? We can’t say for sure, but what we do know is that the price of petrol is an argument that could tip the balance. In fact, according to a Driveco study carried out with Harris Interactive at the end of 2025, around 20% of French people are considering an electric vehicle for their next purchase. For 42% of them, the reason is the difference in running costs between a combustion and an electric vehicle.

In conclusion, it would not be surprising to see sales of electric vehicles rise over the next few months, due to the geopolitical conflicts around the world that are impacting on French people’s wallets.

Buying patterns that could change

Soaring fuel prices are not just a source of frustration. It could also influence purchasing decisions. When the cost of running an internal combustion vehicle rises sharply, electric and hybrid vehicles naturally become more attractive. If oil prices remain high over the coming months, this dynamic could become even more pronounced, both in the United States and in France.

On Wednesday 11 March 2026, Porsche held its annual press conference to present its financial results for 2025 and detail its strategy for the years ahead. The German manufacturer acknowledged that it had been through one of the most difficult years in its recent history. With declining sales, a sharp fall in profits and a strategic reorientation of the brand, 2025 clearly marks a turning point for Porsche, which is now trying to revive its momentum while continuing its transition to electric vehicles. Almost simultaneously, on the eve of this conference, Porsche presented its new zero-emission model: the Porsche Cayenne S Electric.

2025 results down sharply

The figures unveiled this morning show a real slowdown. In 2025, Porsche generated sales of €36.27 billion, compared with €40.1 billion in 2024, a fall of around 9.5%. But it is above all profitability that has collapsed. Operating profit (EBIT) fell to 410 million euros, compared with 5.64 billion euros the previous year, a spectacular drop of 92.7%. The operating margin, usually very high at Porsche, fell to 1.1%, compared with 14.1% in 2024, while net profit was €310 million, down 91.4%.

In terms of volumes, Porsche delivered 279,449 vehicles in 2025, down 10.1% on the previous year. However, 100% electric models accounted for 22.2% of deliveries, in line with the brand’s initial target of 20-22%.

A number of factors

According to the manufacturer’s management, a large part of the fall in profitability stems from charges estimated at €3.9 billion. These include €2.4 billion linked to a strategic reorientation of the range, €700 million of depreciation on batteries and €700 million of impact linked to customs duties in the United States since the return of President Trump’s “America First” policy.

The slowdown in the Chinese market also weighed heavily. In this key market for premium manufacturers, Porsche sales fell by 26%. This is not an isolated decline for the brand; BMW (-12.5%) and Mercedes (-19%) have also been affected. Added to this are the additional costs associated with the transition to electric vehicles, particularly the Porsche Taycan and Porsche Macan Electric, as well as the significant investment in software development carried out with the Volkswagen Group via the Cariad subsidiary.

“Global challenges and the company’s new direction have had an impact on the 2025 result,” summarised CFO Jochen Breckner at the conference.

A strategy to turn things around

Faced with this situation, Porsche’s new CEO, Michael Leiters, has presented a strategic plan based on three pillars: ‘Leaner, Faster, More Desirable’. The first pillar, Leaner, aims to make the company leaner by reducing fixed costs, which means that Porsche plans to cut around 1,900 jobs by 2029.

The second pillar, Faster, is designed to speed up development cycles and concentrate resources on the models that are most important to the brand. Five vehicles now form the core of the product strategy: the Porsche 911, the Porsche Cayenne, the Porsche Macan, the Porsche Taycan and the Porsche 718.

Finally, the More Desirable theme is intended to reinforce the brand’s emotional image. Porsche wants to continue to focus on personalisation and exclusivity in order to maintain its top-of-the-range positioning, even with potentially lower volumes. “We are repositioning Porsche in an integral way, more efficient, faster and with even more attractive products,” said Michael Leiters.

Electricity remains at the heart of the strategy

Despite the difficulties encountered in 2025, Porsche is not giving up on electrification. For 2026, the manufacturer is forecasting sales of between 35 and 36 billion euros, with an operating margin that could rise to between 5.5% and 7.5%. The proportion of 100% electric vehicles should remain between 20 and 25% of sales, proof that the energy transition is continuing.

A new electric Cayenne unveiled the day before

Electricity never stops for Porsche. On the eve of this annual conference, the German manufacturer presented a new version of its zero-emission SUV: the Porsche Cayenne S Electric. This version completes the Cayenne’s electric range by positioning itself in the middle of the range, between the entry-level Cayenne Electric and the Cayenne Turbo Electric.

 

Like the other versions of the SUV, this model is based on the Premium Platform Electric (PPE), an 800-volt architecture developed jointly with Audi. The Cayenne S Electric has a power output of 400 kW (544 bhp), which can be increased to 490 kW (666 bhp) with Launch Control, thanks to its dual powertrain and all-wheel drive. Acceleration is faithful to the brand’s sporting DNA, with a 0-100 kph time of 3.8 seconds and a top speed of 250 kph.

In terms of range and recharging performance, it’s convincing on paper, with the brand announcing a 113 kWh high-voltage battery, giving a range of up to 653 km WLTP. Thanks to the 800 V architecture, recharging power can reach 400 kW at a rapid charging point, taking the battery from 10% to 80% in around 16 minutes.

With this new model, Porsche is seeking to expand its electric range in the premium SUV segment, a strategic market for the brand. The response to the launch of the Cayenne Electric at the end of 2025 shows that Porsche is meeting its customers’ expectations,” explained Matthias Becker, Head of Sales and Marketing.

A rebound after 2025?

Despite complicated financial results, Porsche’s management is confident about the future. The year 2025 is presented as a low point in the brand’s transformation cycle, with a rebound expected in the coming years.

Starting this year, Porsche hopes to gradually return to the level of profitability for which it is renowned in the automotive industry, and to maintain its status as a benchmark in the premium segment.

At the presentation of its new FutuREady strategic plan on 10 March 2026, Renault did more than just announce its industrial ambitions for the end of the decade. The French manufacturer also unveiled an unexpected concept car: the Renault R-Space Lab. More a rolling laboratory (hence the name) than a production vehicle, it is designed to explore what Renault calls “cars for living”. Behind this experimental approach lie a number of technologies and design ideas that could inspire the brand’s next generation of electric models, including a certain Mégane.

A concept unveiled at the heart of the FutuREady strategic plan

We were expecting to see just two prototypes: the Renault Bridger Concept, an electric 4×4 designed to explore the family SUV segment, and the Dacia Striker, a concept estate designed for the Romanian brand. The surprise was complete this morning, when the R-Space Lab was also presented. Renault’s objective is clear: to provide a concrete illustration of the group’s vision for the next decade.

With 12 new models planned in Europe between now and 2030 and a further 14 for international markets, the carmaker wants to speed up its transformation while placing greater emphasis on the on-board experience. The R-Space Lab is tasked with testing new ideas for interior architecture, safety and digital interfaces.

A return to the MPV’s roots

Visually, the concept is surprising in its proportions. At 4.50 metres long, the R-Space Lab is midway between the compact Renault Mégane E-Tech Electric (4.21 m) and the Renault Captur urban SUV. But unlike these models, its design adopts a very pronounced single-volume silhouette, with a windscreen that protrudes well forward and a continuous glass surface that stretches from the bonnet all the way to the rear window.

This stylistic choice is in keeping with Renault’s historic tradition of family vehicles centred on space and modularity. In fact, the concept’s name is a direct reference to the Renault R-Space Concept, which was presented in 2011 and foreshadowed several design elements of the Renault Scenic IV launched five years later. Once again, Renault could use this prototype to test the proportions of a future generation of more spacious electric models, potentially somewhere between a compact and an MPV.

The cabin as a real living space

But the heart of the project is not in the exterior design. The R-Space Lab has been designed around a simple idea: to transform the interior of the vehicle into a modular living space, capable of adapting to the daily needs of families.

The front passenger seat thus becomes a truly multifunctional element. It integrates the front and curtain airbags directly into its structure, freeing up space in the dashboard. The glovebox can be transformed into a shelf, a storage space for a bag or even a footrest. The seat can also slide backwards, allowing the front passenger to interact face-to-face with the occupants seated in the rear.

The rear, we’re talking about it, we’re there. Renault has come up with three independent sliding seats, Renault Espace style, combined with a panoramic glass roof.

A giant screen that goes right through the windscreen

Now it’s time to move on to the technological side of things, where the concept also introduces a number of digital innovations that could rapidly move into production.

The most spectacular is the OpenR Panorama system, a giant curved screen that extends across the entire width of the windscreen. Inspired by the interface of the Renault Scénic Vision concept, this solution aims to merge instrumentation and infotainment into a single display surface.

The prototype also adopts a yoke-type steering wheel combined with steer-by-wire steering, i.e. with no direct mechanical link between the steering wheel and the wheels. This system, already used on some models, allows greater freedom in the design of the cockpit.

Security rethought thanks to artificial intelligence

The R-Space Lab also serves as a testing ground for new safety systems. For example, the concept features a device called Safety Coach, which uses sensors and algorithms to analyse driver behaviour.

In particular, the system can detect signs of drunkenness using integrated tactile sensors, while providing personalised recommendations via on-board artificial intelligence. The aim is to create a permanent interaction between the car and its driver in order to improve road safety.

A possible glimpse of the electric Mégane of 2028

Although Renault insists on the experimental nature of the project, a number of clues suggest that some of the R-Space Lab’s ideas could inspire production models. The proportions of the concept, for example, could herald a future generation of longer electric compact cars, at around 4.40 to 4.50 metres.

Several observers are already talking about a possible second generation of the Renault Mégane E-Tech Electric around 2028, which would adopt proportions closer to those of a compact MPV in order to improve passenger space.

Although the R-Space Lab will never be marketed as such, it could well herald a new generation of Renault electric vehicles in which the passenger compartment will become the heart of innovation.

The Volkswagen Group took advantage of its Annual Media Conference 2026, held on March 10 in Wolfsburg, to unveil its 2025 financial results and detail the progress of its industrial transformation. Chief Executive Oliver Blume and Chief Financial Officer Arno Antlitz drew a mixed picture: the German giant remains one of the world leaders in electromobility, but the energy transition is weighing heavily on its profitability. With 4 million 100% electric vehicles delivered worldwide, the group also announced a shock measure: 50,000 job cuts in Germany by 2030.

Solid volumes but profitability under pressure

In financial terms, 2025 is a perfect illustration of the transition phase that Volkswagen is going through. The company recorded sales of €321.9 billion, down slightly on the €324.7 billion recorded in 2024. Worldwide sales also remained at a high level, with 9 million vehicles delivered over the year.

But profitability deteriorated sharply. Operating income fell by more than 50% to €8.9 billion, compared with €19.1 billion a year earlier. The operating margin fell to 2.8%, its lowest level since Dieselgate in 2016. Oliver Blume insisted on making it clear that 2025 is “a year of financial resilience but margins under pressure.”

 

This fall was mainly due to exceptional charges of €9 billion, linked to a number of factors:

• 5 billion to adapt Porsche’s electric strategy
• 3 billion linked to US tariffs
• 1 billion spent on internal restructuring

Despite this pressure on profits, the automotive division’s net cash flow reached 6.4 billion euros, up 24% year-on-year.

Volkswagen confirms its place in global electromobility

Despite the worrying figures, Volkswagen sent out a clear message: the BEV strategy remains intact. A few days before the conference, the Group announced that it had delivered a cumulative total of 4 million 100% electric vehicles worldwide (Top 5 worldwide and Top 1 in Europe).

The conference also revealed, or at least confirmed, that over the last two years the Group has launched almost 60 new models, around a third of which are fully electric. The Group’s BEV range now exceeds 30 models for passenger cars, plus the electric trucks and buses produced by its industrial subsidiary TRATON, which includes Scania and MAN.

Slowing down is not an option for the group, and the product offensive will continue. Volkswagen is planning more than 20 new models for 2026, around half of which will be 100% electric. Among them is a strategic project for Europe: the Electric Urban Car Family, a new generation of four affordable electric city cars designed to democratise electric mobility in the entry-level segment.

At the same time, the Group is preparing several new electric models specifically developed for the Chinese market, which has become the centre of gravity of the global energy transition.

50,000 job cuts: the social shock

But the most talked-about announcement of the conference concerned the Group’s social restructuring. In his letter to shareholders published with the annual report, Oliver Blume confirms that almost 50,000 jobs are expected to be cut in Germany between now and 2030 within the Volkswagen Group.

This decision goes well beyond the social plan already negotiated in 2024 with the powerful German trade union IG Metall. Back then, an agreement provided for 35,000 job cuts at Volkswagen.

And while originally only Volkswagen was to be affected, this time several brands are likely to be involved: Audi, Porsche and Cariad.

The unions are sure to be in the news, but management has insisted on a “socially responsible” approach, based mainly on voluntary redundancies, early retirement and internal redeployment.

Future Packages: the plan to restore profitability

To emerge from this transitional phase, Volkswagen is focusing on a vast internal efficiency programme called Future Packages. The objective is clear: to achieve annual savings of more than €6 billion by 2030, using a number of industrial levers.

In particular, the Group plans to simplify its vehicle range, improve the productivity of its factories and strengthen synergies between its various brands. As a reminder, the Volkswagen Group catalogue comprises several brands, each with its own positioning: Volkswagen, Audi, Škoda, Cupra, Porsche and many others.

For management, 2025 therefore represents a temporary low point, before an expected recovery from 2026 onwards thanks to the renewal of product ranges and efficiency gains.

A more difficult electricity transition than expected

While Volkswagen maintains its ambition to become a “Global Automotive Tech Driver” by 2035, the conference also shows that the energy transition is shaping up to be more complex than expected.

The group has to deal with a number of simultaneous challenges:

• the rise of Chinese manufacturers such as BYD and Geely,
• the slowdown in demand for electric vehicles in Europe,
• trade tensions with the United States.

The electricity transition has a price

With 4 million electric cars delivered, Volkswagen is proving that it now has one of the largest BEV offerings on the world market. However, the announcement of 50,000 job cuts is a reminder that the transformation of the automotive industry into a more energy-efficient sector will require far-reaching industrial change.

For Volkswagen, the next few years will be decisive. It remains to be seen whether the forthcoming launches will enable the Group to restore its margins and remain the leader it is today.

In its newstrategicplanfor the future, the Renault group will belaunching 36models worldwide over thenext 4 years. While aiming to remain abenchmark amongEuropeanmanufacturers, theFrenchfirm is alsoseeking toconquerthe most promising foreignmarkets : India,South Korea andLatin America. The group is aiming tosell 2 millionvehicles a year by 2030, abandoning the production of 100% combustion-powered cars and concentrating on hybrids, electric cars and electric cars withrangeextenders.

The end of an era. Renault is to stop producing cars with combustion engines, and from now on will produce only electrified vehicles. Following on from the electric Twingo, which goes on sale in a few weeks’ time, no fewer than 36 models will be launched over the next 4 years, across the Renault, Dacia and Alpine brands. The aim is to sell 2 million vehicles a year worldwide by 2030.

Renault Bridger Concept, the new pocket-sized adventurer

Of all these new models, 22 will be produced for Europe, 16 of them electric. The other vehicles will be hybrid or electric with extended range. Fourteen multi-energy vehicles will be reserved for the international market, starting with the Renault Bridger, whose concept evokes a small, agile and very squared-off adventurer, less than 4m long, with a large boot and plenty of space on board. Faced with competition from China in particular, we need to keep pace interms of innovative technology andcustomer experience,” explains François Provost, CEO of Renault Group. Our aim is to retain 80% of our customers over the 10-year life cycle of our cars.

An ever more digital and intelligent cockpit

This ambition is reflected in the new R-Space cockpit, which will gradually be fitted to all Renault models. Designed with the driver and passengers in mind, it features a panoramic curved screen spanning the entire width of the dashboard. Digital, connected and assisted by artificial intelligence, this interface is intuitive and as ergonomic as using your smartphone. Renault is also stepping up its collaboration with Google for its operating system, already recognised as the best on the market. In terms of safety for young drivers, for example, it will be possible to activate an integrated alcohol ignition interlock device.

New platform for long-rangeelectric cars

At industrial level, the plan is being successfully implemented with the inauguration of a new RGVE Medium 2.0 electric platform. Capable of producing vehicles in the B+ to D segment, with an 800 V architecture that enables ultra-fast recharging times. It will offer an electric range of up to 750 km WLTP and up to 1,400 km in Range Extender EV version. The versatility of this technical base means it can be used to assemble a wide range of body styles, including saloons, SUVs and coupes, with front-wheel drive, rear-wheel drive or electric motor models with range extenders. These are all advantages and possibilities that should convince consumers who are reluctant to take the plunge into electric technology.

400 in savings per car per year

Renault is also promising to reduce production costs by €400 per car per year, which could be passed on to customers in the final bill. These savings will be achieved by

– optimising industrial processes (accelerated automation on production lines, maximising the re-use of available parts),

– by reducing the number of parts per car (by 30% on average),

– using AI and digital twins to reduce development time and the number of heavy industrial operations

– In factories, 300 humanoid robots (from Wanderkraft) will help workers to carry out the most physical tasks on the production line. This is a first in the automotive industry.

In addition, the development time

International development

To achieve operating margins of 5 to 7% of sales per year and an annual cash flow of €1.5 billion, the Renault group’s CEO is counting on Europe but is also targeting new growth markets (50 million units per year): India, South Korea and Latin America. On the other hand, the French group will not be seeking to establish itself in North America (USA, Canada), a market that is insufficiently electrified.

Dacia Striker, the coupé crossoverfor under €25,000

With over 10 million sales since 2004, Dacia is continuing to electrify its range with the launch of its new Striker model. This is an imposing crossover (4.62 m long) with fairly high ground clearance and a coupé-like profile. It is powered by hybrid, 4×4 hybrid and LPG engines. Produced in Turkey, the Striker will be launched in 2027 at prices starting from €25,000, making it a perfect complement to the successful Bigster and Duster SUVs. The best value brand on the market will also be offering 4 100% electric cars by 2030.

Alpine prepares the electric” A110

In addition to the A290 and A390 models already on the road, Alpine is continuing to develop the replacement for the A110, which will be 100% electric. Lightness, agility and driving pleasure are the priorities, promises the brand, which is unveiling the architecture of its future sports car based on the APP (Alpine Performance Platform) EV platform. The aluminium chassis will house two spaces for the battery packs, so as to distribute the weight balance (40% at the front and 60% at the rear). Dynamic performance will be optimised by an electronic management module (which acts on aero, power and torque) while retaining the Alpine Torque Vectoring software that improves roadholding in bends.

More advanced electric motor

Building on its expertise, the Renault group will also equip its future models with the 3rd generation electric motor (EESM). A rare-earthless wound-rotor motor, it develops 275 bhp, i.e. 25% more power, and offers greater efficiency, particularly on motorways. E-Tech hybrid technology (HEV) will also see further developments beyond 2030, with less powerful and less expensive engines.

Serving customers

Almost nine months after taking up his post, CEO François Provost intends to make the Renault group a benchmark in Europe with a broad range of desirable and competitive electrified cars, without neglecting the potential for growth in new markets. In the face of aggressive competition from Chinese manufacturers, he is betting above all on the service that his vehicles will provide to customers in terms of clean, accessible mobility tailored to their needs.

For several years, Lotus Cars seemed determined to turn the page on combustion engines once and for all. In 2023, the British manufacturer still claimed that the sporty Lotus Emira would be its “last internal combustion car”, as part of a strategy to become a 100% electric brand by the end of the decade. Three years on, the brand has revised its ambitions. With the arrival of the Lotus Eletre X, the British manufacturer is introducing a plug-in hybrid powertrain for the first time in its history.

A revelation from China

We’ve known it since 5 December 2025, when the Chinese Ministry of Industry and Technology published an approval file for a vehicle called “Eletre For Me”. Behind this name lies the future plug-in hybrid version of the 100% electric SUV launched by Lotus in 2023.

Confirmed by Lotus Cars at the beginning of 2026, the timetable is now clear: the first deliveries are expected in China at the end of March 2026, before a European launch scheduled for June. The French market should be served a few months later, by the end of the year.

This development comes at a particular time for the manufacturer. Although the brand’s electric models, in particular the Lotus Eletre and the Lotus Emeya saloon, have enabled Lotus Cars to achieve a record 12,134 worldwide deliveries in 2024, their volumes are still below the manufacturer’s initial ambitions, which were initially aimed at more than 25,000 annual sales in the medium term.

An even more powerful hyper-SUV

In technical terms, the Lotus Eletre X not only adds a combustion engine to the existing electric SUV, it also becomes the most powerful version in the range. The hybrid system develops a total output of 952 bhp, compared with ‘just’ 918 bhp for the all-electric version. The performance is equally impressive, with a 0-100kph time of 3.3 seconds and a top speed of 230kph.

The most striking change is in terms of range. Lotus has adopted a more compact battery supplied by CATL. Its capacity has been reduced from 112 kWh on the electric version to 70 kWh on this plug-in hybrid variant. Despite this reduction, range in electric mode remains particularly high for a PHEV: 420 km according to the CLTC cycle, which corresponds to around 350 km on the European cycle (WLTP). With the internal combustion engine, total range then exceeds 1,200 kilometres.

Ultra-fast charging for a plug-in hybrid

The other major innovation concerns recharging. The Lotus Eletre X is based on a 900-volt electrical architecture capable of handling up to 430 kW of power.

Thanks to this technology, the battery can go from 20% to 80% charge in just nine minutes. An unprecedented figure for a plug-in hybrid vehicle. This is far more efficient than some of its rivals, such as the Porsche Cayenne Turbo E-Hybrid or the Range Rover Sport P550e.

A sign of a change in strategy

Above all, the arrival of this hybrid version illustrates a change in strategy for Lotus. When the Chinese group Geely relaunched the British brand in 2017, the stated aim was to transform Lotus into an all-electric premium manufacturer.

But the dynamics of the car market have evolved more slowly than expected. In China, plug-in hybrids now account for almost 40% of new car sales, compared with around 15% for 100% electric models.

The Lotus Eletre X could thus become the first representative of a new generation of Lotus hybrid models. According to industry indications, the Lotus Emeya saloon could adopt similar technology around 2027, while the sporty Lotus Emira could follow in 2028.

This scenario would mark the end of the “all-electric” strategy announced a few years ago.

For many years, recharging time has been one of the major obstacles to the adoption of gentler mobility. Now, the promise of recharging as quickly as a full tank of petrol is becoming a reality. And the reason? A technological advance unveiled by BYD that could mark a turning point for electromobility: the Blade 2.0 battery and Flash Charging technology. At the heart of this announcement is an architecture capable of achieving 1,500 kW of charging power, a level never before seen in the automotive industry. Under the best conditions, BYD claims that it would be possible to recover 400 to 500 kilometres of range in just five minutes.

A new generation of batteries to break new ground

After the arrival on the market in 2020 of the Blade Battery, a battery made in BYD, it is now the turn of its second version to see the light of day. The press release confirms that it retains the LFP (lithium iron phosphate) chemistry that made the reputation of the first generation for its safety and durability. But it has evolved significantly on a number of technical points:

• improved energy density,
• much higher load capacity,
• better thermal management,
• structural architecture integrated into the vehicle using Cell-to-Body technology.

The results are spectacular: some 100% electric models equipped with this new generation battery can now exceed a range of 1,000 km according to the Chinese CLTC cycle. This is particularly true of the top-of-the-range Yangwang U7 saloon, capable of a range of 1,006 km, and the sporty Denza Z9 GT, which would exceed 1,030 km with this technology.

Unfortunately, BYD did not provide any information on energy density, apart from the following figure: “+5%”.

So yes, these staggering range figures are based on the Chinese cycle, which is generally more optimistic than Europe’s WLTP. Nevertheless, they testify to the technological leap made by the world leader in battery technology.

Recharging almost as fast as a full tank of petrol

If the batteries haven’t convinced you, wait until you see what the Flash Charging stations are all about. The manufacturer promises a recharge that will take the battery from 10% to 70% in around 5 minutes. Another value: connecting to a Flash Charging point with a vehicle equipped with the Blade 2.0 battery will increase the level from 10% to 97% in less than 9 minutes.

For drivers living in extremely cold areas, don’t worry: BYD has thought of everything, and it’s amazing. The Blade 2.0 takes the battery from 20% to 97% in approximately 11 minutes at -20°C and a few seconds more at -30°C.

To achieve this performance, BYD is relying on a dedicated infrastructure capable of delivering up to 1,500 kW of power, several times the power of current rapid charging stations in Europe.

And as well as being efficient, they are also designed to make the charging experience more pleasant. You may have wondered why the station is T-shaped? Well, it’s to allow the cable to be suspended with a ‘zero gravity’ system, so that it doesn’t drag along the ground and the customer doesn’t have to bear its weight.

But is this infrastructure accessible now? The answer is yes, but only on Chinese roads. BYD has already installed 4,239 Flash Charging stations across China and plans to operate 20,000 by the end of the year. The brand promises that the whole world will be able to benefit from these infrastructures, even if no date or strategy has yet been communicated.

A clear message: electrics just got easier

The aim behind this technological demonstration is obvious: to do away with what manufacturers call “charging anxiety”. For years, range and charging time have been the two main arguments put forward by sceptics of electric cars.

From now on, with a range of over 1,000 kilometres and a recharge time of just a few minutes, BYD wants to show that these obstacles are about to become a thing of the past. It remains to be seen whether this performance will be confirmed in mass-market models in China and abroad.