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This is the big winner of the Best Cars 2026 competition held in Germany. Volkswagen Group has just achieved an unprecedented performance at the 2026 edition of “Best Cars”, winning ten of the twenty-five categories and taking 28 of the 75 places on the podium. A record in the history of the competition. For the Wolfsburg-based group, these trophies symbolise the public validation of its strategy.

“Best Cars: a genuine European barometer

The ‘Best Cars’ awards are organised by the German motoring magazine auto motor und sport, Europe’s leading motoring magazine. Created in 1976, this readers’ vote is now considered to be the continent’s biggest automobile consultation. For this 50th edition, almost 95,000 readers voted for 480 models in 13 categories.

The principle is simple:

• an overall ranking for all brands;
• an “import” classification, where German brands are not eligible.

In other words, we’re not talking about a select jury or a prize awarded by experts alone, but a massive vote by customers and enthusiasts. In short, a true indicator of desirability and image.

Ten victories across all brands

In detail, the German group comes out on top with :

• Three wins for Volkswagen (including one for Volkswagen Commercial Vehicles)
• Two for Porsche
• One for Audi
• Three for Škoda in the import rankings
• One for Bentley

This diversity illustrates a central point: success is not just based on the top of the range or traditional combustion engines. It cuts across all segments, from city cars to SUVs, not forgetting electric models.

A massive product offensive in the background

This record comes after two years of intense renewal of the Group’s portfolio. Around 60 new models have been launched, and more than 20 more are expected this year, including several 100% electric vehicles. The strategy is clear: cover all segments, all engines, all markets. And it’s working.

In addition to the arrival of a large number of new vehicles, each Volkswagen Group brand is pursuing ambitious energy transition targets:

• Volkswagen: accelerating towards a predominantly electric range in Europe by 2030, with the ID family gaining considerable momentum.
• Audi: announced end of development of new internal combustion engines and 100% electric premium positioning in the medium term.
• Porsche: target of a majority of electrified sales (plug-in hybrids and electric cars) within a decade.
• Škoda: democratisation of electric vehicles with more accessible models and rapid expansion of its BEV range.
• Bentley: gradual switch to all-electric power in the luxury segment.

In other words, even brands that have embarked on a far-reaching transformation, with massive investment in electromobility, continue to win prestigious awards. A strong signal for a sector that is often disparaged by the public.

Electromobility attracts, it’s a reality

The fact that electrified models such as the ID. Buzz are among the winners confirms a fundamental trend: electromobility is no longer a gamble, but a market expectation. Consumers are voting. And they are also voting for electric or hybrid vehicles.

For the Volkswagen Group, this record at “Best Cars 2026” is not just symbolic. It validates a strategic trajectory: that of a group that wants to remain a world leader while accelerating towards more sustainable mobility.

The Renault Group will unveil its new strategic plan, futuREady, at 9am on Tuesday 10 March 2026. In the words of the press release issued on 3 March 2026, this announcement is intended to be much more than just a roadmap: it is a visionary framework designed to respond to the profound challenges of an industry in the throes of change. One day after this announcement, Renault has already begun to lay the foundations for this new era, notably with the unveiling of the new Renault Bridger Concept show car, a symbol of the brand’s strategy of going on the offensive internationally.

A strategic plan to structure growth

This famous plan, which promises to be an upheaval for the French brand, was presented in a press release on 3 March 2026. Its ambition is to transform what has until now been a success story into a genuine success system, in other words, a sustainable model for creating value, innovation and competitiveness.

According to François Provost, CEO of Renault Group, this plan is based on three major axes:

• Consolidate our product advantage by offering ever more ‘winning’, and therefore competitive, electric and hybrid ranges that are also tailored to customer expectations.
• Strengthening technological innovation by anticipating market needs, whether in embedded software, mobility services or battery technologies.
• Improving operational excellence, to optimise processes, accelerate development cycles and support a resilient growth model.

The plan is due to be officially unveiled on 10 March 2026 at 9am, live from the Renault Group’s events platform, with a press release available from 7am and versions for each of the brands (Renault, Dacia, Alpine) scheduled for later in the morning.

A concrete preview: Bridger Concept, symbol of the international offensive

Even before the plan was presented, Renault chose to send out a strong signal with a new show car: the Bridger Concept, whose name and first images were revealed in a very, very limited way.

This vehicle is presented as a bold urban SUV, compact (less than 4 metres) yet surprisingly spacious inside. Its silhouette and design are not just aesthetically pleasing: they embody a renewed vision of the urban vehicle, designed to meet the changing lifestyles of the growing number of families living in the city.

In the press release, Sylvia dos Santos, Head of Renault Naming Strategy, explains: “With Bridger, we are adding to our family of names derived from English words. Constructed from the word ‘bridge’, to which the identifying final ‘ER’ has been added, the Renault Bridger name is in line with the Renault Duster name. A powerful, robust and versatile name, perfect to embody our new urban SUV show car and open a new page in our international offensive!

But while we might expect a production vehicle that could benefit everyone, that’s not really the case. In fact, it is intended for India, a market that Renault has identified as strategic for its global development. This isn’t the first vehicle that the brand has designed to be sold outside Europe: Luca de Meo has already relied on this export strategy. This has already been the case with the Kardian, the Filante and also the Boreal.

Pending the full presentation, Renault Group has announced that Dacia will unveil the name of its new crossover on 5 March at 8am.

An international strategy based on solid fundamentals

The announcement of the Bridger Concept is nevertheless consistent with the way in which Renault has structured its international growth in recent years. In particular, the group has consolidated its presence in India by becoming the sole owner of its Chennai plant and developing an international engineering and design centre there.

These moves are part of a broader drive to make better use of high-growth regions, while adapting products to local needs and strengthening Renault’s industrial autonomy on a global scale.

Challenges and prospects

On 10 March, Renault will unveil its full vision for the next decade, and we’ll be able to measure whether the strategy is up to scratch.

At the previous presentation of the Group’s strategic plan, the return of the Renault 5 was announced. As well as sparking a great deal of interest, the announcement also had many enthusiasts on the edge of their seats. So we’re expecting an announcement that’s just as appetising.

At the beginning of March, Alfa Romeo published its sales results for 2025. The results? The Italian brand has recorded worldwide growth of over 20% compared to 2024, with more than 73,000 vehicles sold internationally. In a car market that is still uneven and under pressure, this growth shows that the Italian brand is back, but above all that it is moving forward in a thoughtful way with the energy transition.

Solid momentum in Europe and beyond

According to the press release issued by the Stellantis Group on Tuesday 3 March 2025, Europe remains the main growth driver for the Italian brand, with sales up by more than 31%. The United Kingdom (+80.1%), France (+41.9%), Italy (+20.7%), Germany (+20.5%) and Spain (+15.1%) posted particularly strong increases, symbolising the relevance of Alfa Romeo’s product repositioning, particularly in the compact premium segment.

Important figures for Europe, but that’s not all. Alfa Romeo also recorded significant growth in other key markets. In the Middle East & Africa region, growth reached 16.3%. In Morocco, the brand ranked second in the premium market in terms of growth, with an impressive 65% increase in registrations, while in Turkey it posted growth of 38.7%.

But it is in Asia that the dynamic is even more marked, with +43.8% compared to 2024. Japan stands out with exceptional growth of +71.4% over the year. Alfa Romeo announced that it had relaunched its presence in Taiwan and Malaysia. These results speak for themselves: the brand is enjoying international success, particularly in these dynamic emerging markets.

Electrification at a gentle pace

Alfa Romeo is adopting a strategy of gradual electrification, moving slowly towards the energy transition rather than rushing its customers. The brand is combining combustion, hybrid and 100% electric powertrains, in order to retain the sporty, premium DNA for which it is renowned. For the time being, the Junior remains the only 100% electric model actually available, illustrating this cautious approach: of the 60,000 vehicles distributed in 41 markets by 2025, this zero-emission variant represents a minority share of deliveries, showing that electromobility is making progress, but at a measured pace, far from immediate mass adoption.

Santo Ficili, CEO of Alfa Romeo, sums up this approach perfectly:

• “Exceeding 20% growth worldwide, with Europe at +31%, means one thing is very clear: Alfa Romeo is back in the race. But what matters most is the quality of this trajectory. Junior has broadened our customer base while remaining true to the brand’s sporting DNA. Tonale is now entering its first full year with the new model and is a strategic pillar for 2026.

While the initial target was an all-electric range by 2027, the brand is now adopting a more pragmatic approach, incorporating light hybrids and plug-in hybrids into this objective. The idea is to adapt the range to the realities of different markets, where the level of infrastructure, public incentives and demand vary greatly.

It’s a questionable strategy, however, because while it limits the risk of destabilising current customers, it could also penalise Alfa Romeo in the face of competitors who are speeding up their transition to electric vehicles.

“BEST CARS 2026”: Alfa Romeo Giulia and Tonale are the winners

As success never comes on its own, these commercial achievements have been accompanied by international recognition. Just recently in Germany, the Giulia and Tonale were honoured in the “Best Cars 2026” competition.

These awards help to reinforce the perceived value of the vehicles which, it should be remembered, are both available in hybrid versions and therefore support the transition strategy. They show that it is possible to electrify a range while retaining the sportiness and design for which Alfa Romeo is renowned.

A pivotal year before acceleration

The 2025 financial year, which recently came to a close, represents an intermediate but structuring stage. With the figures published, which concern not only Europe but also the rest of the world, Alfa Romeo is demonstrating that it is possible to achieve significant growth while initiating a smooth energy transition. It remains to be seen whether the launch of other models in the BEV segment will find their customers.

On 1 March 2026, via an official press release and an internal memo from He Xiaopeng dated 24 February, XPeng Motors announced that global delivery of its second-generation intelligent driving system, VLA 2.0, will begin in 2027. In this global roll-out, Volkswagen is confirmed as the first launch partner in the Chinese market.

A change in architecture: from sequential pipeline to end-to-end AI

The big news behind this announcement, apart from the fact that worldwide deliveries of its intelligent driving system will begin in 2027, is that VLA 2.0 (Vision-Language-Action) marks a major conceptual break with traditional in-vehicle systems. Traditionally, automated driving architectures operate according to a three-stage logic:

• Perception (Vision)
• Translation into intermediate language
• Decision/Action

The problem with the so-called ‘traditional’ model is that it creates latency, like a translator between the eye and the foot on the brake pedal.

With version 2.0, XPENG breaks this pattern: the vision goes directly to the action, without passing through an intermediate language stage. The system creates what some describe as “implicit tokens”: a computer language internal to the AI that enables faster, smoother interpretation of driving situations.

This approach is expected to offer a number of operational advantages:

• Drastic reduction in processing times
• More real and more human reactions
• Ability to manage complex scenarios without detailed HD maps
• Dynamic recognition of road signs, gestures or changes in context

Public road tests and “drive anywhere” capabilities

The first vehicles equipped with VLA 2.0 have begun testing on open roads in China, with public trials scheduled for later in 2026. According to various statements by the Chinese brand, the system is now capable of handling difficult environments:

• heavy urban traffic
• narrow lanes
• irregular or unmapped roads
• standstill starts and complex interactions

Based on early test data, XPENG claims that VLA 2.0 delivers a ~23% improvement in driving efficiency, with peak hour performance in Guangzhou comparable to that of experienced human drivers, and significantly better than traditional Level 2 systems.

Hardware power: the Turing chip, the heart of the reactor

To operate and be so promising, the VLA 2.0 relies on the Turing AI chip designed in-house by XPENG, capable of delivering up to 2,250 TOPS (trillions of operations per second) per unit in the most powerful versions.
This massive computing power means that very large AI models can be run directly in the vehicle, without relying on the cloud. It is this on-board power that guarantees ultra-fast reactions – essential when you need to anticipate an unpredictable cyclist or a pothole in a fraction of a second.

Volkswagen, a strategic and now historic partner

The announcement that Volkswagen is now the first launch partner for VLA 2.0 on the Chinese market sends out a strong signal.
Firstly, it is a symbolic milestone: it is the first time that a major historic Western manufacturer has adopted an advanced autonomous driving platform developed by a Chinese manufacturer to equip its own vehicles.

Secondly, the agreement is not limited to simple software integration. Volkswagen will also be adopting the proprietary Turing AI chip developed by XPeng Motors, the computing heart of the VLA 2.0. In other words, the system’s hardware and software architecture will be based directly on the XPENG technology ecosystem.

And it’s worth remembering that this partnership didn’t come out of nowhere. In 2023, Volkswagen invested around $700 million to acquire a 4.99% stake in XPENG, as part of a wider agreement to jointly develop electric vehicles for the Chinese market. This stake means that the German manufacturer already has a direct interest in the industrial and technological success of its partner.

Objective: total autonomy within 1-3 years

He Xiaopeng, Managing Director of XPeng, confirmed: “XPENG’s VLA 2.0 is the first version designed to achieve fully autonomous driving and will evolve at an unprecedented rate. We expect full autonomy to arrive within one to three years, making autonomous driving a natural part of people’s daily journeys.”

This ambition is part of XPENG’s wider “Physical AI” strategy, in which the same AI model could eventually power other platforms operating in real environments:

• humanoid robots
• modular flying vehicles
• autonomous mobility services

A turning point for automotive AI

With a plan for global deployment in 2027 and a major Western carmaker already committed to the technology in China, XPENG is entering a new phase of expansion. The alliance with Volkswagen could become a textbook case in the industry: a traditional carmaker boosted by Chinese on-board intelligence technology.

It remains to be seen whether the VLA 2.0 will really be able to compete with the autonomous systems promised by Tesla, Waymo and other technology players.

For the electromobility sector, February 2026 will go down in the annals: 32,370 electric cars registered (passenger cars + light commercial vehicles), up 27.8% on February 2025. This represents a market share approaching 27%, an all-time record for February. Over the first two months of the year, the cumulative total reached 62,677 EVs, up 21% on 2025. According to AAA Data, the trend is clear: despite a declining overall market, electric vehicles are continuing to establish themselves as the engine of the future.

Market context

To say the least, the French vehicle market is not in the best of health. In fact, 120,764 personal vehicles were sold in February 2026, down 14.7% on the previous year.

The main factor is that diesel sales collapsed again this month, reaching just 2.6% of the market. By comparison, sales of cars running on LPG represent 2.3%, while plug-in hybrids are up slightly at 5.5%.

Electrics are now the leading energy source on the market, ahead of non-rechargeable hybrids. In short, while the overall market is shrinking, electric cars are gaining ground month by month.

Top electric models

One of the big news is that the Tesla Model Y is back in first place in February with 3,034 units, a position it has not held since last September. It is closely followed by its rival, the Renault 5, with 2,639 units sold, and by the Renault Scénic, with 2,127 units.

This is a real rebound for Tesla, which had a difficult January, with a total of 3,715 vehicles (Model Y + Model 3). For Renault, the cumulative total for February was 6,492 EVs, or 20% of the electric market, confirming the brand’s dominance of the mass-market segment.

In addition to the top 3, other models stand out: the Citroën ë-C3 (1,337), the Peugeot e-208 (1,150) and the Volkswagen ID.4 (1,003).

Renault in the lead, the big manufacturers in ambush

What really interests the market is who sells what at the end of the month. In this area, Renault remains the undisputed leader, with 6,492 electric vehicles registered in February and a market share of 20%. This position has been consolidated since September 2025, boosted by the Renault 5 and the Scénic E-Tech.

As already mentioned, Tesla was more convincing than in the previous month, with 3,715 electric vehicles sold in February. The figures show that the American manufacturer remains a major player, even though Renault still dominates the consumer segment.

At Stellantis, sales oscillate: Peugeot follows with 3,896 EVs, with Citroën and Volkswagen rounding out the top 5. The data confirms a clear trend: the French EV market is now concentrated around a few leading players.

A falling market, but not for everyone

Yes, February 2026 was a record month for electric cars, but it must be stressed once again that the overall market continues to shrink. With 120,764 cars sold in February 2026, that’s 14.7% fewer than last year, and 6.55% fewer than in January 2026.

So why is the market falling? Well, first of all, the tax system is taking its toll: weight-related penalties affect almost 70% of passenger cars. A family SUV weighing over 1.6 tonnes can cost between €10,000 and €30,000 in tax, and CO₂ charges can push up the bill from €10,000 for 50 g/km to €40,000 for 130 g/km. As a result, family models are becoming virtually inaccessible to many buyers.

Business fleets are also under pressure: down 13.9% in February (34,178 cars), held back by the wait-and-see attitude of the tax authorities and the weight penalty, which is holding up renewal. When it comes to internal combustion engines, the situation is almost the same: diesel at 2.6% (-54%), petrol -48%, LPG -52%, non-rechargeable hybrids -7%. In short, overall demand is weak, volumes are falling, and the economic situation is weighing on purchasing decisions.

And yet, despite this context, electric cars shine. This paradox can be explained by four specific factors:

• Social leasing 2025 deliveries: orders placed last year were converted into deliveries in January and February 2026, totalling 27,000 units, an artificial dynamic that inflates sales before they run out in mid-February.
• Revalued ecological bonus: the doubling of the EEC (€2,000-4,000) led to a surge in orders following the revaluation.
• Obligations for B2B fleets: decree requiring a minimum of 25% EVs in fleets of more than 100 cars/year.
• Renault bestsellers: Renault 5 E-Tech (2,639 units) and Scénic (2,127) benefit from local production, which enables rapid deliveries and supports volumes.

According to the Plateforme Française de l’Automobile (PFA), the trade federation representing vehicle manufacturers and importers in France, this level of sales “is the result of a range that is now very wide, the obligation to make fleets greener, and a social leasing effect. While the first two factors will continue to drive the market over the coming months, the positive impact of social leasing will fade.

At the beginning of February 2026, XPeng lifted the veil on its new flagship: the GX, for eXploration. An electrified SUV over 5.26 metres long, with 6 seats, ultra-technological… and a design that clearly evokes the Range Rover Electric still under development. The message is clear: it’s possible to build a massive, high-tech SUV with status… for half the price.

A large, ultra-technological electric (and hybrid) SUV

The real difference between the GX and the G9 (in the same segment) is not immediately apparent: it lies beneath the bodywork. The SUV is based on the SEPA 3.0 platform (Smart Electric Platform Architecture), the most advanced technological base developed by XPeng to date. It’s not just an electric platform: it’s an architecture designed from the outset to integrate artificial intelligence at the very heart of the vehicle.

With the GX, artificial intelligence is not limited to screens or voice commands. It plays a direct role in the way the vehicle handles. Indeed, the GX adopts 100% steer-by-wire steering combined with four-wheel steering capable of turning the rear wheels by up to 10 degrees. In addition, the air suspension, steering and engine torque management are controlled in real time by algorithms capable of anticipating body movements, road conditions and driving style.

Two engines are planned:

• a 100% electric version, with rear-wheel drive or all-wheel drive, 800 V architecture and ultra-fast 5C recharging (10 to 80% in around 15 minutes under optimum conditions);
• an EREV (Extended Range Electric Vehicle) version, combining a battery with a combustion engine that acts solely as a generator. Cumulative range: over 1,000 km in the Chinese CLTC cycle.

An obvious target: the Range Rover

It’s hard not to see the inspiration. With its upright front end, massive proportions and perfectly horizontal roofline, the GX takes its cues from the benchmark British SUV, the Range Rover.

We’re starting to get used to it: it’s not just on technology that the Chinese are hoping to compete with the market leaders, but on price. Positioned above the G9 (China price: ~350,000-460,000 yuan, or €35,000-46,000), XPeng’s current top-of-the-range SUV, the GX starts at ~400,000 yuan (< €50,000 in China) according to CnEVPost, three times cheaper than an electric Range Rover expected to cost at least €140,000.

Behind the GX, a clear international strategy

The GX does not stand alone in the range. It is part of XPeng’s global expansion. After a record year in China in 2025, with 429,445 sales worldwide (up 126% on 2024), including 45,008 export sales (up 96%), the brand is preparing its European offensive (factories in Germany and Hungary from 2026). XPeng has set an ambitious target: to generate 50% of its sales outside China by 2028.

The idea is clear: to show that a Chinese manufacturer can produce a large premium SUV that is credible in the face of European benchmarks such as the BMW iX or the Tesla Model X, while retaining a price advantage.

The presence of an EREV version also illustrates a pragmatic approach to international markets. XPeng knows that not all countries yet have a uniform recharging network. Offering a cumulative range of over 1,000 km removes a major psychological barrier, particularly in rural Europe and certain emerging countries.

When will it be released?

The official world premiere is expected at the Beijing Motor Show in April 2026. The commercial launch in China is scheduled for late 2026 or early 2027.

As far as Europe is concerned, nothing is less certain. If it were to cross borders, between homologation, regulatory adaptation of steer-by-wire and organisation of the after-sales network, an arrival before 2028 seems unlikely.

But one thing is certain: if XPeng manages to maintain a competitive price positioning outside China, the GX could become one of the models that symbolise the Chinese offensive in the premium segment.

On 2 March 2026, AURA AERO officially signed the first order for its ERA hybrid-electric regional aircraft. The lucky buyer, Pan European Air Service (PEAS), becomes the first customer to make a contractual commitment for this 19-seater aircraft designed to decarbonise regional aviation. With nearly 700 order intents, valued at $12 billion, ERA has reached a significant milestone.

ERA: an aircraft designed to revive regional aviation

In the same press release, ERA is presented as a lever for transforming regional air transport. This flying machine is based on a hybrid architecture.

The aircraft will be equipped with 8 ENGINEUS electric motors developed by Safran and 2 SAF (Sustainable Aviation Fuel) compatible turbogenerators. This configuration enables the aircraft to alternate automatically between electric and hybrid phases depending on the flight profile. The announced range is 900 nautical miles (around 1,500 kilometres), covering a large part of intra-European routes.

According to the manufacturer, the ERA could reduce CO₂ emissions by up to 80% compared with combustion-powered aircraft in the same category. In addition to reducing carbon emissions, the aircraft also aims to revitalise a weakened segment: regional routes.

Versatility at the heart of the business model

The ERA is not just positioned as a conventional regional aircraft. It can be configured for passenger transport, business aviation and light freight, as well as critical operations and emergency response.

This modularity broadens the field of application and enables the manufacturer to address a wider range of operators than just the traditional regional companies.

Pan-European, first committed operator

The press release highlights AURA AERO as the first buyer. Based in Chambéry and Lyon, Pan Européenne Air Service currently operates five Embraer aircraft (from 5 to 49 seats) and serves up to 500 destinations in Europe, North Africa and the Middle East.

The company has been supporting the ERA programme since its inception. It recently took part in electric flight tests with INTEGRAL E, another AURA AERO programme.

In the press release, Antoine Foessel and Clément Jacquot, co-directors and owners of Pan Européenne, explain:

“AURA AERO’s ambition and values are perfectly aligned with our vision of tomorrow’s aviation. The technological and industrial choices made in the design and production of the ERA since the company was founded have always proved to be extremely relevant, and it is only natural that we should have chosen this aircraft in order to be able to offer the first carbon-free air transport in history.

As well as enjoying a state-of-the-art, ethically responsible aircraft, the objective is clear: to become one of the first airlines in the world to operate a hybrid-electric aircraft with fare-paying passengers.

A strategic turning point for AURA AERO

For AURA AERO, this order is more than just a commercial opportunity. Together, they seem to be working hand in hand to drive forward the French and global aeronautics industry.

Jérémy Caussade, chairman and co-founder of the manufacturer, stresses in the press release:

“Pan Européenne is much more than a launch customer; it is a trusted partner that has been with us since the start of the ERA programme. We are very proud to count on the commitment of a company that chooses to support a French manufacturer, because we share the same values and the same vision.”

A regulatory environment favourable to hybridisation

And this sale is taking place against a backdrop of increasing regulatory pressure on European air transport in 2026.

Indeed, the sector accounts for around 2-3% of global CO₂ emissions, and European mechanisms such as the extension of the EU ETS or the Fit for 55 target are pushing operators to speed up their transition.

In this context, regional aviation appears to be a realistic area for experimentation:

• shorter distances,
• more controlled energy needs,
• infrastructures that can be adapted more quickly than for long-haul flights.

An industrial equation yet to be demonstrated

While this first firm order marks a major symbolic milestone, a number of unknowns remain. The ERA programme still has to pass the crucial certification stage, a long and demanding process for an aircraft incorporating a hybrid-electric architecture unprecedented on this scale.

The industrial timetable will also be decisive. AURA AERO is aiming for entry into service by 2028-2029, but whether this trajectory is met will depend as much on regulatory approvals as on the industrial ramp-up.

Another major challenge is controlling costs and the supply chain. The integration of eight electric motors, complex hybrid systems and sustainable fuels requires efficient and intelligent industrial coordination.

From prototype to market

Signing with Pan Européenne does not in itself guarantee the industrial success of ERA, but it does mark a change in status: the programme is moving from a dynamic of innovation to one of commercial realisation.

If the aircraft lives up to its promise in terms of performance, emissions reduction and operating costs, it could open up a new path for European regional aviation.

In Aachen, researchers at the PEM (Power Electronics and Machines) laboratory at RWTH Aachen, one of Germany’s leading technical universities, are developing a new generation of electric motors capable of operating without rare earths. Called NAFTech, the aim of the project is to design a compact, high-performance traction motor that can be industrialised, completely eliminating the need for neodymium- or dysprosium-based magnets. The project has a number of objectives: to reduce production costs, secure supplies of critical materials and reduce environmental impact.

Why do we want to do away with rare earths?

Today, the majority of electric vehicles use so-called “permanent magnet” motors. The problem is that these magnets are made from rare earths, magnets that enable the motor to achieve excellent power in a reduced volume.

This technological choice poses a number of problems:

• Rare earths are expensive, and their price can fluctuate wildly depending on geopolitical tensions and global demand. Neodymium and dysprosium, used in electric motor magnets, have seen spectacular price rises in recent years.
• Oil extraction is concentrated in a few regions of the world, creating a strong geopolitical dependence. Today, it is mainly located in China, which accounts for almost 70% of global production and controls the vast majority of refining capacity.
• The production of rare earths requires the extraction of large quantities of ore and complex chemical refining. These processes can generate toxic waste and polluting residues if they are not strictly controlled.

For manufacturers and equipment suppliers, this represents an industrial risk. This is precisely what the NAFTech project seeks to avoid.

As far as funding is concerned, we learn that the project is being financed over two years by the German Federal Ministry for Economic Affairs, an investment that seems appropriate given that the programme aims to offer a credible alternative suitable for mass production.

A different motor, without magnets

Instead of using permanent magnets, the team at RWTH Aachen is working on an architecture known as an axial flux reluctance synchronous machine. A complex name, but what does it change in practice?

In a conventional magnet motor, the magnetic field is generated by magnets integrated into the rotor. In the solution developed by NAFTech, the rotor contains neither magnets nor windings. The torque (the rotational force) is generated by the very shape of the rotor and the way in which the magnetic field circulates inside the motor. So it’s the geometry and control electronics that replace the magnets.

There are many advantages:

• Less dependence on critical materials.
• Lower raw materials costs.
• Better long-term industrial stability.

According to estimates by German researchers, this approach could reduce material costs by up to 50% compared with a magnet motor.

An industrial challenge first and foremost

As well as the technology, NAFTech is focusing on one key point: mass production. Axial-flow motors are still not widely used in the automotive industry, because their production remains complex. The aim of the project is therefore to integrate industrial constraints from the outset: simplifying the architecture, controlling manufacturing tolerances and developing processes compatible with high volumes.

The idea is to offer a solution that can be used not only by major groups, but also by smaller SMEs and equipment manufacturers, who are often more sensitive to variations in raw material prices.

But when we talk about vehicle engines, we are thinking mainly of passenger cars. For this project, the PEM laboratory is already working on the electrification of commercial vehicles and heavy goods vehicles. A motor without magnets, which is robust and less dependent on international markets, could represent a relevant solution for these segments.

NAFTech, a key step for the European electrical industry

RWTH Aachen is more than just a laboratory exercise. The project is part of a wider strategy already underway with FEV to develop high-performance, modular ‘rare-earth-free’ powertrains.

The stakes are many: reducing material costs and securing supplies in the face of the volatility of rare earths, ensuring performance comparable to that of permanent magnet motors for light vehicles, commercial vehicles and heavy goods vehicles, preparing the industry for mass production accessible to both large groups and European SMEs, and reducing the ecological impact by limiting the need to extract and refine rare metals.

If NAFTech achieves its objectives, it could become a serious alternative to current motors, helping to make the e-motor value chain greener, more stable and more strategic for Europe.

Italy is moving towards electrification, but progress remains slow and uneven. While hybrids largely dominate the market, 100% electric vehicles are still struggling to gain mass acceptance, despite various support schemes.

A declining car market

Overall, the Italian new car market recorded 125,826 registrations in October 2025, down 0.6% on the same month last year. For the first ten months of the year, the total stands at 1,293,366 units, down 2.7% on 2024.UNRAE forecasts that the number of registrations will close the year 2025 at around 1,520,000, down 2.5% on 2024. For 2026, projections anticipate a very slight recovery of 1.3%, but the market would still be almost 20% below the levels of six years ago.

Hybrids: the undisputed champions of the Italian market

Italy is the most ‘hybrid’ country in Europe. In October 2025, hybrid vehicles accounted for 45.5% of the market, confirming a trend that has been in place for several years. Over the first ten months of 2025, the share of hybrid vehicles stood at 44.7%. By way of comparison, over the same period in 2024, hybrids accounted for 39.9% of the market.

This dominance of hybrids can be explained by a number of factors: an electric recharging network that is still inadequate, purchase prices that are more affordable than pure electrics, and a certain cultural reluctance to completely abandon the internal combustion engine in a country where the traditional car is still deeply entrenched.

Pure electrics: modest growth

All-electric vehicles (BEVs) accounted for 5.0% of the market in October 2025, down slightly from 5.6% in September, but up from 4.0% in October 2024. In the first nine months of 2025, BEVs totalled 61,249 registrations, up 26.5% on 2024. Compared with the rest of the vehicle fleet, these figures give 100% electric vehicles a 5.2% share of the market in the current year.

This growth, while real, puts Italy well behind the European average. By way of comparison, the European Union’s market share for BEVs was around 15% over the same period. A survey by Istituto Piepoli for the ECO-Festival of Sustainable Mobility & Smart Cities in September 2025 shows that 59% of Italians say they are not interested in buying an EV in the coming year.

Although the data on the best-selling 100% electric models from January to October 2025 is partial, from January to April the best-selling models remain the same as last year: the Tesla Model Y dominates the market, followed by the Fiat 500e, the symbol of electric “Made in Italy”, then the Dacia Spring, the MG4 and the Renault Megane E-Tech. Combined with plug-in hybrids, electrified vehicles with external charging (BEV + PHEV) will account for 12.7% of the market in October 2025.

An unconvincing aid strategy

To encourage people to switch to electric cars, the Italian government has been offering a series of purchase subsidies since 2021. These schemes are often one-off and massive, but they are also, and above all, characterised by chronic instability.

The latest scheme is the spectacular October 2025 support programme. The first grants, launched in 2021, offered up to €8,000 for the purchase of a new electric vehicle, which could be combined with a scrappage bonus, subject to income conditions. Two years later, in 2023, the amounts were reduced and the eligibility criteria tightened.

A support scheme that failed to deliver, leading to a slowdown in sales. The year 2024 saw a drastic reduction in the funds allocated, prompting strong criticism from manufacturers and industry associations.

Faced with this setback, in 2025 the government reactivated an ambitious incentive plan, supported by European funds, culminating in the October programme. This latest aid programme saw no less than €597 million released thanks to the European recovery plan. How does it work? Up to €11,000 for households with an ISEE < €30,000, subject to strict conditions. The results are convincing: in less than 24 hours, more than 55,000 vouchers were distributed, depleting the funds.

Thanks to this plan, certain vehicles such as the Dacia Spring or the Leapmotor T03 have become accessible for less than €5,000, a record in Europe. It was a lightning success that highlighted the limitations of the Italian model: a prolonged waiting period on the part of Italians, rapid saturation of schemes and uncertainty for market players. To date, no structural reform has been announced to stabilise this aid, which continues to operate in fits and starts.

A recharging network that is still inadequate

Italy will have around 65,000 public charging points by 2025, according to a study by Motus-E, and no less than 22% of them will be fast charging points (over 50 kW). For a country of its size, with a road network of almost 500,000 km, Italy is below the European average in terms of the density of public charging points.

Regional disparities are also marked: more than 60% of the network is concentrated in the north of the country (Lombardy, Emilia-Romagna, Veneto), while the south remains largely under-equipped.

To offset this, the National Recovery Plan (PNRR), partly financed by European funds, provides for the installation of 21,000 additional public charging points by 2026. However, the installation of charging points on motorways, which is crucial for a country with frequent inter-regional travel, has been slow to materialise.

The main player in the Italian recharging market is Enel X Way, a subsidiary of Italian energy giant Enel. The group alone has developed more than 16,000 charging points, and is also building charging hubs for business fleets and certified green energy charging points. An obvious choice for a country where around 40% of electricity production already comes from renewable sources (solar, hydro, wind).

Stellantis: a major player in the Italian automotive industry

The Stellantis Group is the driving force behind the automotive industry. In October 2025, the group registered 33,721 vehicles, up 5.01% on October 2024.

Fiat, the Group’s flagship brand, continues to drive the market with the Fiat 500e, the first 100% electric model to be produced by Stellantis in Italy. It is maintaining its market presence, but is facing increasingly aggressive Chinese competition in the affordable electric city car segment.

Italy produces locally: the Mirafiori plant in Turin, historically a symbol of the Italian car industry, has been transformed into a centre dedicated to electric vehicles and battery production. An industry that is doing well, and one that is enabling manufacturers to plan new models: the electric Fiat Panda and the Alfa Romeo Milano should see the light of day in 2026.

Structural challenges persist

Like every country involved in this transition, Italy faces a number of major obstacles:

• Purchase price: despite temporary subsidies, electric vehicles are still considerably more expensive than their combustion or hybrid equivalents.
• Dependence on public subsidies: when subsidies stop, sales immediately plummet.
• Regional inequalities: the north, which is richer and has better infrastructure, is adopting electricity more quickly than the south.
• Cultural reticence: Ferrari, Lamborghini and Maserati are the embodiment of thermal automotive excellence, and attachment to the traditional engine remains strong, even though these brands are developing more and more electrified vehicles.

Outlook: a slow transition

UNRAE believes that the next few months should see an increase in the market share of BEVs thanks to registrations linked to the October subsidies. But as the past has shown, this increase will be temporary, and there is a risk of a further slowdown once the effect of the subsidies has worn off.

The government’s target is to have 6 million electrified vehicles (BEV + PHEV + HEV) on the road by 2030. While hybrids will probably continue to dominate in the medium term, pure electrics are expected to grow thanks to a gradual fall in prices, improved infrastructure and European regulatory constraints.

A country in transition…

Italy is embodying the automotive transition at its own pace: hybrids dominate and have prepared the ground, pure electrics are making slow but steady progress, and infrastructure is developing unevenly. The country is not a leader in European electromobility, nor is it seeking to be. It is following a unique path, adapted to its geographical, economic and cultural constraints.

But this strategy carries a risk: that of accumulating a backlog that will be difficult to make up when European regulatory pressure increases.

South Korea has passed a symbolic milestone in 2025 by exceeding a 10% market share for electric vehicles for the first time. With 220,177 registrations over the year, the market grew by 50.1% in one year, reaching a historic market share of 13.1%. This growth can be attributed to a solid industrial ecosystem and a strong cultural appetite for new technologies.

But behind this flattering dynamic, South Korea’s transition reveals a paradox: the country, the world’s 7ᵉ largest automotive producer, boasts undeniable industrial power while maintaining domestic adoption that is still measured against the most advanced European markets.

A recent but spectacular acceleration

Until the early 2020s, electric vehicles remained marginal in South Korea. By 2023, registrations had peaked at around 120,000 units (7.9% market share). Two years on, the situation has changed radically. The acceleration was confirmed throughout 2025: by 31 August, 141,986 units had already been registered (+48.4%), with a remarkable peak of 23,000 vehicles in August alone, representing 18.1% of total sales.

This increase is part of a stable automotive market of around 1.68 million vehicles sold annually. The most notable factor is the rise in sales of “eco-vehicles” (electric, hybrid, hydrogen): 813,000 units sold, representing almost 50% of the vehicle mix. This is real momentum, but still lags behind a number of European countries where electric vehicles often have a market share in excess of 20%.

Hyundai-Kia dominant but challenged

The transition depends above all on national champions. Hyundai and Kia are among the world leaders in electric vehicles, with 488,673 units exported in 2023 (242,664 for Hyundai, 246,009 for Kia).

Hyundai is investing massively: 24,300 billion won by 2025 (€16.1 billion), of which 7.9 billion will be devoted to EV production and 7.6 billion to R&D (batteries, hydrogen, autonomous driving, AI). The goal is to have 1.51 million EVs produced annually in Korea by 2030, and 3.6 million worldwide.

However, on their domestic market, their domination is less overwhelming than expected. In 2025, Kia will lead the way with 60,609 units (27% of the EV market), immediately followed by Tesla with 59,893 units (27%), including 50,397 Model Ys (+169.2%). Hyundai follows with 55,461 units (25%). Between them, they account for 80% of the national market.

The real upheaval comes from Chinese manufacturers: with 74,728 units sold, they will capture 42% of the EV market in 2025, compared with just 25% in 2022. This meteoric rise is reshuffling the deck and undermining the historical balance in favour of national brands.

A pragmatic public policy

The country has a well-honed strategy for transforming its vehicle fleet. Unlike some European countries, South Korea is opting for a gradual approach rather than radical bans. The government is counting on subsidies of up to 14 million won per vehicle, with the aim of reducing the effective cost by 10 million won over four years, supplemented by substantial tax exemptions.

The national plan targets a 25% market share for EVs by 2030, with annual growth forecasts (CAGR) of between 28.61% and 30.75% until 2035, putting the market at $266 billion.

Paradoxically, imports are exploding: in August 2025, they accounted for 40% of the EV market (up 100% on 2024).

Recharging: rapid progress, persistent challenges

The recharging network in South Korea is expanding rapidly. Although the figures for 2025 have not yet been revealed, the growth seen in previous years is indicative. In 2024, more than 405,000 charging points were installed, surpassing the 394,000 at the end of 2023 and the 288,000 in 2022, representing an annual growth rate of 40%, driven by national operators.

Of these, around 10 to 12% are fast chargers (i.e. around 40,000 to 48,000 units, compared with 21,000 in 2023), which have become the norm on motorways and in major cities where 82% of the population lives, such as Seoul, with its plans for 220,000 streetlight charging points by 2026.

The world-record ratio of 1.7 EVs per public charging point (compared with a global average of 10) reflects this density, optimised by “smart charging” solutions integrated by the major players to manage peaks in demand.

However, high levels of urbanisation complicate the equation. In apartment blocks, which dominate the residential landscape, access to an individual charging point remains problematic: only 94,000 domestic charging points will be available by the end of 2024 (compared with 400,000 public ones), putting the brakes on adoption by a significant proportion of the population.

Rural areas, which are a minority in terms of population but extensive, face coverage challenges despite well-equipped motorways; technical breakdowns and maintenance remain weak points.

Seoul is aiming for an additional 140,000 points by 2026 for its 4 million vehicles, but the residential mismatch still limits the potential despite a world-leading public network.

An energy mix in transition

South Korea’s energy mix remains heavily dependent on coal and gas, limiting the real environmental impact of electric vehicles. However, the country is betting on the development of nuclear power and renewable energies to improve this balance in the medium term.

At the same time, South Korea is establishing itself as a strategic pillar in the global battery chain. LG Energy Solution, SK On and Samsung SDI play a central role in international supply, positioning the country as a “global battery hub” and a technological leader in the sector.

Barriers to adoption

As elsewhere in the world, a number of structural obstacles remain. In South Korea, the high purchase price despite subsidies remains a major obstacle, as does the impossibility of shared charging and growing commercial pressure from Chinese imports.

The Korean paradox

The Asian country produces 4.1 million vehicles a year. Exports of eco-vehicles are worth $25.8 billion (+11%), including $14.8 billion for hybrids alone (+30%), testifying to the industry’s international competitiveness.

South Korea is therefore exporting massively, while domestic adoption is growing steadily, but is still limited to 13.1%, well below the 20% figure seen in Europe.

Massive investment is continuing, infrastructure is progressing and demand is growing steadily. Professional fleets and leasing are promising levers. It remains to be seen whether this industrial power will translate into a sustainable shift in the domestic market between now and 2030-2035, reconciling the country with its status as world leader.