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Citroën unveils its first official single-seater for the ABB FIA Formula E Championship. This initiative marks a strategic return to motorsport. The GEN3 Evo embodies innovation, power and ecological commitment, reflecting the historic expertise of the French brand. Drivers Jean-Éric Vergne and Nick Cassidy will be flying the French flag with ambition and determination.

Know-how at the service of performance

The new GEN3 Evo is a synthesis of power and efficiency, combining an ultra-light chassis with a high-performance electric motor. Developed by Stellantis Motorsport, the single-seater features a carbon-fibre monocoque that complies with FIA safety standards. Weighing in at a minimum of 859kg, it combines agility, energy efficiency and a driving sensation akin to that of a single-seater car.

Under its body, the electric motor delivers up to 350 kW. It accelerates from 0 to 100 km/h in 1.86 seconds. What’s more, it has a top speed of 320 km/h, making it the fastest electric single-seater in the championship. GEN3 Evo also benefits from two motors: the rear for propulsion, the front for energy recovery, and both combined in ‘Attack mode’ for all-wheel drive.

The single-seater can recover up to 600 kW when braking, reusing almost half the energy consumed during an e-Prix. Its 47 kWh battery provides instant power, thermal stability and longevity. Developed at Satory under the direction of Jean-Marc Finot, the Stellantis Motorsport team draws on nearly 11 years of Formula E experience to maximise performance and reliability.

Every innovation applied to the GEN3 Evo contributes directly to the technologies of future production electric vehicles. What’s more, it optimises battery management, inverters and energy recovery. ” We’re bringing Citroën’s passion back to life in one of the world’s most visionary championships, combining power, reliability and energy efficiency, ” says Jean-Marc Finot.

A tricolour livery that electrifies the design

The design of the single-seater illustrates boldness, modernity and French heritage. Its red, white and blue livery plays on a dynamic gradient, highlighting Citroën‘s emblematic chevrons. The vibrant red at the front symbolises passion and performance, while the white and blue extend the graphic movement. Three colours, three values: passion, technology and national pride. They reflect the brand’s innovative vision of tomorrow’s mobility.

Exceptional drivers

Jean-Éric Vergne, two-time Formula E champion and renowned French driver, joins Citroën with the aim of aiming for podiums and victories from his first season. His experience in endurance and single-seater racing makes him a strategic asset. Nick Cassidy, a New Zealand driver, brings international expertise and remarkable versatility. He has already won the Japanese Triple Crown and accumulated podiums and victories in Formula E.

At the head of the team, Cyril Blais, with several years’ experience in Formula E, is Team Principal. As a result, he favours collaborative and technical leadership, optimising performance, energy management and team cohesion. ” My aim is to consolidate what we’ve already achieved and move forward, while at the same time recognising the value of everyone’s work ,” he says.

A new challenge for Citroën

Citroën’s return to motor sport illustrates its commitment to sharing its passion and human values with the public. Formula E is a strategic driver for the brand’s image and a means of reaching an urban, young and connected public. Electric racing is also a field for technological experimentation, with a direct influence on production electric vehicles, from battery management to engine control software.

Formula E is a sustainable and committed championship. As the first world championship to be ISO 20121 certified, it promotes a net zero carbon footprint, partially recycled tyres and significant energy recovery. This ecological dimension is in line with Citroën’s vision, which focuses on electrification and responsible mobility as pillars of its strategy.

The discipline also offers international exposure. With 18 stages in 12 countries, Citroën will be able to raise its profile in new markets while developing closer ties with the public. The urban races, which are accessible and interactive, enable the brand to engage in dialogue with fans who are sensitive to innovation and electric mobility, in line with models such as the Ami and ë-C3.

Citroën revives 60 years of competition

For 60 years, Citroën has made its mark on the history of motor sport, from rally-raid to WRC and WTCC, with iconic victories and legendary drivers. Iconic models such as the ZX Rally Raid, Xsara, C4 and DS3 WRC have forged the brand’s legend, demonstrating expertise, innovation and performance.

Citroën also took part in the World Touring Car Championship with the C-Elysée WTCC, winning three consecutive Drivers’ and Manufacturers’ titles. The brand combined preparation, competitiveness and strategy to dominate its rivals. Even in the 1960s, the Citroën MEP served as a springboard for young drivers, embodying the spirit of ingenuity and accessibility.

Today, this rich heritage continues with the GEN3 Evo in Formula E. In this way, Citroën combines tradition and innovation, sporting ambition and environmental responsibility, to create a new page in its history, captivating fans and enthusiasts around the world.

On 15 October 2025, China officially lodged a complaint with the World Trade Organisation (WTO) against India. The reason: subsidies granted by New Delhi to Indian manufacturers of electric vehicles and to the battery industry, deemed to discriminate against foreign companies.

According to the Chinese Ministry of Commerce, the measures introduced by India as part of its PLI (Production Linked Incentive) Scheme excessively favour local manufacturers to the detriment of Chinese imports. Beijing considers that this aid violates world trade standards, including the principle of national treatment, and constitutes import substitution subsidies, which are explicitly prohibited under multilateral trade rules.

China has therefore requested the opening of official consultations with the WTO (World Trade Organization), the first stage in a procedure that could last months or even years. In the meantime, China is calling on New Delhi to “rectify its practices”.

An industrial and geopolitical showdown

This trade dispute comes at a time when India too is aiming to become a global commercial hub for electric cars, in order to emancipate itself from Chinese domination. This is a strategic battle in which Beijing is determined to defend its national champions such as BYD, CATL and Xpeng, who are already facing restrictions in the United States and Europe.

China was trying to increase sales of its vehicles in India, at a time when relations between the two Asian giants have just warmed up after five years of tensions due to the military stand-off in Eastern Ladakh.

Electromobility, an industrial war

This complaint illustrates one thing: competition in electromobility now extends far beyond carmakers, touching on raw materials, the battery ecosystem and industrial sovereignty. It can become conflictual and create tensions between different industrial policies.

Electric globalisation under strain

At a time when many countries and regions around the world are also stepping up their support for local production, China has filed similar claims against Turkey, Canada and the EU.

The WTO, for its part, faces a new challenge: arbitrating an energy transition that is gradually becoming both economic and geopolitical.

For the first time, 100% electric vehicles are outstripping petrol combustion models in terms of registrations. Buoyed by record figures, the French market for electrified vehicles confirms a trend once thought impossible.

France speeds up and overtakes petrol for the first time

“Electric mobility is off to a strong start this autumn, breaking two all-time records”, said Clément Molizon, General Delegate of Avere-France, in the monthly report on electric and plug-in hybrid vehicle registrations for September 2025 published by Avere-France and Colombus Consulting. And indeed, although long held back by reservations about costs and range, French electric mobility seems to have entered a new era. September 2025 saw the hierarchy of the automotive world change: for the first time, the number of registrations of 100% electric vehicles exceeded those of petrol models. According to the barometer published by Avere-France and Colombus Consulting, the market share of electrified vehicles has reached 26.5% (20.8% all-electric + 5.7% rechargeable hybrids). By way of comparison, the share of petrol combustion engines has fallen by 1.9 points to 19.8% of the market.

Record figures

This 26.5% market share represents 45,171 new electric and plug-in hybrid vehicles registered in September. An increase of 11.5% compared with the same period in 2024. It was also the best month of the year in terms of volume of registrations.

100% electric vehicles are once again well represented. Registrations rose by 16.6%, with 35,456 units sold, while plug-in hybrids fell slightly (-3.9%, with 9,715 vehicles).

Since 1 January, 315,766 electrified vehicles have been registered in France. Compared with the same period last year, the electrified car industry is ahead of the two previous years (2023: +6.2% and 2024: +20%).

The momentum is particularly strong for 100% electric vehicles, whose market share has now exceeded the levels seen in 2023 and 2024 for three consecutive months.

The return of private individuals and territorial dynamics

And these figures come at a key time: the return of private individuals as buyers. During this period, private individuals accounted for 46% of electric vehicle buyers, compared with 54% for legal entities (companies, public authorities).

This rebalancing is synonymous with the gradual return of households to the car market, even before social leasing has made a comeback.

Regionally, Île-de-France leads the way with over 11,200 registrations, followed by Auvergne-Rhône-Alpes (5,466) and Hauts-de-France (4,115). The southern regions (Provence-Alpes-Côte d’Azur and Occitanie) confirm that the people of the south are also going electric, with almost 4,000 registrations each.

The power of Tesla, Renault still a magnet

Tesla continues to top the rankings with its Model Y, which remains the most-registered electric vehicle of the month with 4,845 units sold. Behind it, the Renault 5 confirms its commercial success since its launch (+133% compared with September 2024). The Mini sold 1,626 units, showing strong growth (+49%). In fourth place, the Peugeot 208, long a segment benchmark, is marking time (-17%), while the Citroën ë-C3 suffered a spectacular fall in September (-69%). The Dacia Spring, on the other hand, exploded (+145%), confirming that the market for affordable electric cars is finally catching on.

In light commercial vehicles, the Renault Kangoo E-Tech was a big hit (up 373%), with 702 vehicles sold, a sign that French businesses are also going electric.

Infrastructure: steady progress

Of course, what would electric cars be without recharging infrastructure? The upward trend in registrations is partly due to the fact that France is increasingly equipped with charging points. As of 31 August 2025, France had 177,180 public charging points, according to figures from the Ministry of Energy Transition and Avere-France. A number that ranks France as the 2ᵉ country in Europe with the most charging points, behind the Netherlands.

Fast and ultra-fast stations are gaining ground, providing better coverage of major roads, even though some rural areas are still lagging behind. These figures are rising steadily, in line with the growing number of electrified vehicles on the road, now estimated at over 2 million.

A confident third quarter

The third quarter of 2025 confirms the strength of the French electromobility market.

The momentum is being driven by the return of private customers, but also by the diversification of the range and the arrival on the market of electrified vehicles at affordable prices. Social leasing, which has been in place since the beginning of October, may well speed up the adoption of electrified vehicles in France.

If the trend continues, 2025 will be remembered as the year when electric vehicles took over in France and carbon-free mobility ceased to be an exception.

Audi is preparing the A2 e-tron, a small 100% electric model due to arrive in 2026. It is a compact heir to the Audi A2, which disappeared more than twenty years ago. The car has been seen testing in the Alps and at the Nürburgring, confirming its advanced development.

Despite the camouflage, the silhouette stands out clearly and hints at an elegant, modern design. The car will be the electric gateway to the Audi range, under the Q4 e-tron, and will gradually replace the A1 and Q2.

Silhouette and historical inspiration

The future A2 e-tron adopts a single-volume silhouette, inspired by the AI:ME concept presented in 2019. Its proportions are also reminiscent of the small A2 of the 2000s, with a rounded roof, short bonnet and relatively high roofline. This combination provides both improved aerodynamics and generous interior space for its size. The car retains the futuristic spirit of its predecessor while adopting modern lines that fit in with the current range. Rounded corners, a straight stern and a long wheelbase guarantee comfort and practical volume for an urban and suburban vehicle.

Exterior design and technical details

The prototype reveals pixel-effect headlamps, continuous rear lights and a full but structured grille. The overall lines of the car are harmonious and accentuate its elegant profile, while respecting Audi’s recent codes. The shape of the vehicle reduces fuel consumption and optimises range, while certain high-tech elements, such as the LED lights separated from the main headlights, are reminiscent of the Q4 and Q6 e-tron models. Even under camouflage, certain details, such as the rear drum brakes, reveal the use of the MEB platform.

The A2 e-tron will be based on the Volkswagen Group’s MEB modular platform, already used by the ID.3, the Q4 e-tron and the Cupra Born. It should offer a single rear-engined version with 231 bhp, another with 326 bhp inspired by the ID.3 GTX and, potentially, a two-engined version with 335 bhp. The target battery is 79 kWh net, offering a range of around 600 km. Rapid recharging will enable the battery to go from 10% to 80% in less than 30 minutes. This technical base ensures reliability, controlled costs and compatibility with existing infrastructures.

Market positioning

Audi is positioning this compact car as an entry-level premium model, below the Q4 e-tron. It will replace the ageing A1 and Q2, offering an alternative to small urban SUVs such as the Volvo EX30 and Smart #1. With a length of around 4.25 m, the compact car will be more generous than the A1, while retaining a practical size for city driving. The car will enable Audi to offer accessible electric mobility without sacrificing style or quality.

Production will take place in Ingolstadt, Germany. Official presentation is expected during 2026, with marketing to follow. The prototypes seen on the road and on the racetrack confirm that the design has been finalised. The spy shots show a vehicle that is close to series production, suggesting a launch without any major surprises. This will enable Audi to anticipate market needs and adjust production to demand.

A car for a specific segment

According to Audi CEO Gernot Döllner, the A2 e-tron will target a specific customer base looking for a premium entry-level car. The brand is leaving city cars to other Group subsidiaries, such as Volkswagen and Skoda. The emphasis is on perceived quality, ease of use and range rather than low price. This strategy enables Audi to position itself in a particular segment while responding to the growing demand for practical, urban electric vehicles.

Audi is betting on a discreet but significant return of the A2, this time in an electric version. As a result, the compact car should offer an ideal compromise between practicality, design and technology. In addition, future announcements will confirm its official name, final engines and exact market positioning. Finally, for fans of the brand, this A2 e-tron promises to combine nostalgia and modernity in an urban, premium model.

While the electromobility sector continues to become increasingly competitive, more niche brands are struggling to make their mark. Such is the case of Turkish carmaker TOGG. So, to make a splash, the brand presented its brand new model to President Recep Tayyip Erdoğan at an official ceremony.

The high-profile event took place in Istanbul on 13 September 2025, at the Dolmabahçe Palace. Recep Tayyip Erdoğan, a fervent supporter of the TOGG project since its inception, was handed the keys to a T10F model. The latter, adorned with a red presidential plaque, is a 100% electric fastback designed and assembled in Turkey.

In front of the cameras and government representatives, the Head of State hailed “a historic step for national industry”.

This handover of the vehicle immediately sparked a flood of comment in the Turkish and international press: would Erdoğan now be driving exclusively in this national, electric vehicle? Nothing has been confirmed to date. But several clues suggest that this will be the case:

• At the official handover to Erdoğan, the T10F was held at Dolmabahçe Palace, a highly symbolic venue used for important state announcements.
• The event was covered by the public media (TRT, Anadolu Agency) and relayed by presidential communications, a rare occurrence for a simple industrial launch.
• In the official images, the car bears a red presidential plate with the golden 16-star emblem, usually reserved for vehicles in the motorcade.

All these clues suggest that this new version from the Turkish manufacturer is not just an industrial gift, but a vehicle destined to feature in the presidential fleet.

A vehicle full of promise

The vehicle in question, the TOGG T10F, is fitted with a 52.4 kWh battery with a range of 335 km in its standard version or 88.5 kWh for a range of 623 km in its long-range version. It takes 28 minutes to go from 20% to 80% battery. As for the powertrain, here too the Turkish brand is giving its customers a choice. The engine is the same for both the standard and long-range versions: 160 kW (218 bhp) for a 0 to 100 time of 7.2 seconds and a top speed of 172 km/h. And when you think of an electric car, you think of speed and responsiveness. That’s why the T10F is available in a sports version (AWD). Equipped with the same battery as the long-range version, its 320 kW motor develops 435 bhp and accelerates to 100 km/h in 4.4 seconds.

In terms of equipment, it has nothing to envy of its internationally-renowned counterparts: sleek, futuristic design, an interior featuring a large panoramic touchscreen, a locally-developed operating system and full connectivity. Features that have earned the brand five stars in Euro NCAP tests. The brand is delighted with this certification, which is a sign of seriousness, placing the saloon in the big league alongside European and Asian manufacturers.

The T10F has been available for pre-order in Turkey and Germany since the end of last month, with prices starting at €34,300 for the standard version and around €50,000 for the top-of-the-range version.

TOGG, betting on industrial independence

Founded in 2018 at the instigation of the Turkish government, TOGG (Türkiye’nin Otomobili Girişim Grubu) was created by a consortium of several major national industrial groups, including Anadolu Group and Turkcell. The stated aim is very clear: to create a brand capable of competing with Tesla, BYD and Renault, while promoting “Made in Türkiye”.

And to remain true to its ambitions, in 2022 the manufacturer inaugurated its ultra-modern plant at Gemlik, where the T10X and now the T10F models are produced.

In the space of just a few years, TOGG has become a symbol of national pride, because the brand does not limit itself to car production. It innovates in the fields of EV batteries, recharging infrastructure and digital software for its vehicles. This diversity of technological activities has enabled the company to position itself as a regional industrial and technological hub.

Politics as ambassador

Inevitably, for a national brand, what better ambassador than its ultra-mediatised president? President Recep Tayyip Erdoğan, 71, confided his pride and joy to a crowd of journalists after taking the car for a spin to check out the little toy on offer.

Presenting a vehicle in this very solemn setting demonstrates the President’s commitment to his country’s industries. Turkey’s head of communications, Burhanettin Duran, was also on hand, and Erdoğan’s reaction was not long in coming. He took to his Twitter account to add another layer of communication.

He’s not the first political leader to show off an electric vehicle in public. In France, Emmanuel Macron recently received the new DS N°8 Présidentielle. This is a unique example made available to the Presidency before the commercial launch.

These are major communication initiatives that highlight national innovations, in this case a locally-built vehicle. The aim is not only to enable these companies to compete with the world leaders, but also to enable the public to discover mobility solutions in the run-up to the European restrictions that will come into force in 2035.

EQUIP AUTO Paris has long been a meeting place for the automotive aftermarket and traditional mechanical innovations, but this year is different. The shift is clear: electric mobility is taking centre stage, to say the least. Between battery technologies, high-voltage maintenance and connected tools, the 2025 edition represents the advance of low-carbon mobility.

50 years of a benchmark show

Created in 1975, EQUIP AUTO brings together all the players in the automotive ecosystem. It includes manufacturers, equipment suppliers, distributors, repairers and start-ups. Held every two years, the event has evolved with the times to keep pace with changes in the market. It is now regarded as a major player in developments in the automotive world.

For its 2025 edition, synonymous with its fiftieth anniversary, the show is expecting 100,000 professionals and will be bringing together 1,400 exhibitors and brands over an area of more than 100,000 m². The programme includes eight themed villages. These include energy management, retrofitting, connectivity and the rebuilding and recycling of parts. This is a first.

2025: an electric edition

As the official programme clearly shows, this year it’s electrified mobility that’s dominating the debates. From energy converters and charging stations to thermal management systems and diagnostic software for electric vehicles, electromobility technologies are everywhere.

According to the organisers, more than 60% of the exhibitors at this year’s show will be presenting solutions related to electrified mobility. This is a record since the show’s inception. Major equipment manufacturers such as Valeo, Bosch and Mahle are also present, symbolising the significant changes taking place in the vehicle fleet.

Valeo, symbol of an industry in transition

Among the most prominent French exhibitors was Valeo, automotive supplier and leader in the aftermarket. The group was awarded the EQUIP AUTO 2025 Grand Prix International de l’Innovation Automobile for its remanufactured DQ250 dual wet clutch, intended for more than five million vehicles on the road in Europe.

At the same time, Valeo is presenting technical solutions directly linked to electromobility: thermal management systems for batteries and electric motors, as well as Ineez intelligent charging tools. The company is also focusing on training and technical support by setting up training platforms for technicians working on high-voltage vehicles.

A sector that is reinventing itself

As well as technology, the entire automotive world is being reinvented. And automatically, players in the industry have to adapt, and fast. With the reduction in the number of mechanical parts, the almost ubiquitous use of digital technology and the rise of on-board software, traditional business models are being redefined.

Some of the aftermarket SMEs present at the show are changing direction, such as SUSTAINera, a subsidiary of Stellantis, which has moved into battery reconditioning, Lormauto, which specialises in automotive retrofitting, Gruau for electric commercial vehicles, and LM Mobilité for light mobility.

EQUIP AUTO has become the spotlight for this industry. The industry is seeking to stabilise itself in this period of perpetual change.

A showcase for French expertise

This year’s show also highlights the national ecosystem. With stands from Verkor, Forsee Power and Stellantis, among others, France is well represented. It is showing that it intends to be a major industrial player in the transition to electricity.

Through this high-profile event, our French manufacturers want to prove that the European momentum in terms of low-carbon mobility is no longer limited to Germany.

A course that is becoming clear

The fiftieth anniversary of EQUIP AUTO confirms a trend: the automotive industry is now organised around electric vehicles. Major equipment manufacturers and young innovative companies are all converging towards a common goal. To make mobility cleaner, more connected and more sustainable.

Fifty years after its creation, EQUIP AUTO Paris bears witness to an industry undergoing a complete overhaul.

Since its inception, Maserati has captivated GT enthusiasts with a blend of elegance and power. Today, the GranTurismo Folgore continues this tradition while introducing electrification. This 2+2 coupé offers a balance of performance, design, and technology.

Breathtaking design

The GranTurismo Folgore immediately catches the eye. Measuring 4.96 metres in length with sculpted haunches, it asserts its presence. The elongated bonnet and the Italian “cofango” create an elegant, athletic silhouette. Its large grille, adorned with the Trident, reflects its heritage while asserting its identity. The headlights, subtler than those of the previous generation, do not detract from the overall appeal. Maserati has opted for subtlety over excess, yet the Folgore remains striking, especially in Emozione Blue, one of twenty-three available colours.

At the rear, the tail rises gracefully, the proportions are well balanced, and the flowing lines are naturally attractive. The Folgore appears in motion even when stationary, a rare trait in this segment. Inside, however, the effect is somewhat tempered. Materials are generally of good quality, although some plastics, notably on the doors, are shared with other brands’ models. Nevertheless, the seats provide notable comfort and enveloping support, even for larger occupants.

Technology inspired by Formula E

The GranTurismo Folgore is a fully electric GT and Maserati’s first of its kind. It is powered by a 92.5 kWh T-Bone battery, strategically positioned to lower the centre of gravity and optimise balance. Three permanent magnet motors – one at the front and two at the rear – deliver 761 horsepower and 1,350 Nm of torque. This setup allows all-wheel drive and effective torque vectoring, providing excellent handling despite a weight of 2.60 tonnes.

The 0–100 km/h sprint takes just 2.7 seconds, while 0–200 km/h is achieved in 8.8 seconds. Maserati has included a Corsa mode, offering pure rear-wheel drive for enthusiasts. The 800 V system enables rapid charging, reaching 20–80% in just 18 minutes on a compatible charger. With a real-world range of around 400 km, the Folgore is suitable for daily use while maintaining a sporty character.

Impressive road behaviour

On the road, the Folgore demonstrates a dynamic setup with optimised weight distribution and a chassis combining aluminium and magnesium, enhancing rigidity and agility. Acceleration is rapid, and stability remains controlled even on demanding routes. The brake pedal has a characteristic feel typical of powerful electric vehicles, while still providing effective deceleration.

The interior ergonomics feature a central console with gearbox selection buttons and controls positioned around the steering wheel. Its 12.3-inch digital cockpit provides key driving information, complemented by a digital Maserati watch. The overall layout combines a modern presentation with a grand touring focus.

The Maserati sensory experience

While the Folgore impresses with its performance, it also maintains a strong visual and acoustic identity. Designers have incorporated a sound signature inspired by Maserati V8s, allowing the electric model to retain an emotional character. The interior showcases Italian craftsmanship, with full-grain leather, bespoke finishes, and refined details. Each vehicle can be personalised through the Fuoriserie programme, from brake calipers to body-coloured accents, enhancing the sense of exclusivity.

Electrification has not diminished the driving experience. On the contrary, the Folgore combines sporty sensations with long-distance comfort, a balance that is rare in this segment. Rear passengers also benefit from adequate space, making this GT practical for extended journeys.

Surprising prices for an electric supercar

The GranTurismo Folgore starts at €199,950, positioning it mid-range within the Maserati lineup. It is exempt from the ecological tax, unlike the V6 petrol models, making it competitively priced. However, options can quickly increase the total cost, particularly for 400 V fast-charging compatibility and premium comfort or audio features. Compared to competitors such as the Porsche Taycan Turbo, the Folgore stands out for its Italian style and exclusivity, though its range remains lower.

The Maserati GranTurismo Folgore combines technical and stylistic achievements. Its performance, chassis design, and overall aesthetics demonstrate the brand’s aim to merge sportiness with electrification. Some aspects of interior ergonomics and finishing could still be refined, but the model exemplifies Maserati’s transition to an electric offering within the luxury GT segment.

The project promised to revolutionise regional aviation with a Franco-French hybrid aircraft.Today, VoltAero, founded by Jean Botti, is fighting for survival. Placed under judicial reorganisation on 7 October, it urgently needs €2 million to avoid collapse. Between unfulfilled promises, absent investors, and the sudden withdrawal of its industrial partner ACI, the pioneer of low-carbon aviation faces its most critical hours.

A rising star of French aerospace in peril

Founded in 2017 in Rochefort, VoltAero had everything to represent the future of light hybrid aviation. Its Cassio 330, a five-seater combining electric and conventional engines, was set to be the first series-produced aircraft in France. The company inaugurated its brand-new assembly plant in November 2024, aiming to produce up to 150 aircraft per year from 2026. The order book was already full, with over 250 pre-orders. Yet, the start-up suddenly faced insolvency at the end of September after ACI Groupe, its main industrial investor, went into judicial reorganisation.

ACI’s withdrawal, a shockwave

At the Paris Air Show in June, VoltAero and ACI Groupe announced a strategic partnership and ACI’s upcoming 10% stake in the capital. This €10 million investment was supposed to secure the start-up’s cash flow. But three months later, ACI itself went into administration, freezing all commitments. “The capital entry was supposed to be finalised at the end of the month, which would have ensured business continuity,” regrets Jean Botti. This reversal triggered a domino effect, plunging VoltAero into crisis. “We are collateral victims of an absurd situation,” the founder said.

Safran, a partner but not a saviour

To stay afloat, VoltAero turned to its partner Safran, whose engines equip its planes. However, the aerospace giant refused to invest. On BFM Business, CEO Olivier Andriès expressed being “touched” by the situation but stressed that Safran is “not an investor but an industrial partner.” This stance left Jean Botti frustrated. “We helped Safran develop its electric engine in 2021,” he emphasised, highlighting a lack of solidarity in French industry.

Public support, but a private gap

Despite private investors’ caution, VoltAero has benefited from public backing. The French government invested €5.6 million via the France 2030 plan, and the Nouvelle-Aquitaine region provided over €10 million, half in grants. These funds financed research and industrialisation of the Cassio 330. Yet they cannot fill the cash gap left by ACI’s withdrawal. Jean Botti points to a broader issue: “In France, private investors prefer AI, which requires less capital and offers quicker returns.”

A plane ready to fly, a technology already proven

The Cassio 330 is not a concept. It has been flying since 2020 and has logged over 25,000 kilometres in tests. Its hybrid technology is patented, and early results impressed the public at the Paris Air Show. VoltAero also planned assembly lines in Malaysia and the United States. The American distributor Altisky was to sell the Cassio, manage after-sales, and help build a facility in Tennessee. In parallel, an agreement with Malaysia’s SEDC Energy provided for a second Asian production site.

One month to avoid a crash

Today, the founder is racing against time. The judicial reorganisation opens a six-month observation period, but Jean Botti believes he has only a month to find a solution. Priority: convince SEDC Energy to increase its stake to compensate for ACI’s withdrawal. Other investors are being approached. “The designs are ready, the factory is ready. All we need is funding to start production,” he insists.

A symbolic battle for French industry

Beyond VoltAero, the entire French decarbonised aerospace sector is on edge. The company symbolised local innovation capable of competing internationally. Its failure would reflect an industry still dependent on large groups and financial arbitrage. “Some talk, some fly. I have a plane that flies,” declares Jean Botti, determined to save his project. VoltAero will present a recovery plan by the end of October. The outcome will determine whether French hybrid aviation can still take off or if its wings will break on the tarmac of industrial disengagement.

The Chinese automaker BYD is planning to establish its third European factory in Spain, according to sources close to the matter cited by Reuters. Spain is reportedly the favourite compared to other European candidates.

Strategic location

According to Reuters, this future factory would complement those already planned in Hungary and Turkey, and aligns with the Chinese giant’s aim to establish a long-term production presence in Europe. The goal behind this strategy is clear: as in Brazil, BYD wants to manufacture vehicles locally for the European market, reducing additional costs, avoiding customs barriers, and adapting to European regulatory requirements.

Why Spain?

While BYD considered other countries such as Germany, a source close to the matter, along with BYD’s national director for Spain and Portugal, Alberto De Aza, recently explained to Reuters why Spain would be an ideal location for BYD’s expansion in Europe.

• Spain has a qualified workforce of similar quality, but production costs are significantly lower than in France or Germany.
• The country already has an efficient logistics network, with ports and infrastructure enabling rapid distribution across Europe and worldwide.
• Since 2020, Spain has implemented an industrial policy supported by a €5 billion investment plan, according to Reuters, to attract electric mobility manufacturers.
• Spain and China have established strong diplomatic relations. Last year, Spain abstained in an EU vote on tariffs for Chinese-made electric vehicles.
• Most importantly, Spain’s energy is becoming increasingly “clean”, thanks to significant growth in solar and wind power.

All these factors make Spain a serious contender for BYD’s next European base.

A well-oiled global expansion strategy

For over two years, BYD has been accelerating its global expansion. This includes Europe, where the company has a clear ambition: producing locally to strengthen its market share.

Currently, Spain is under discussion, but BYD is already building a factory in Szeged, Hungary, which is set to begin production in 2026, and another factory will open in Turkey next year.

BYD’s European presence is guided by several objectives: reducing import costs, design and delivery times, transportation risks, currency fluctuations, and trade barriers, especially amid stricter regulations and greater pressure in Europe. Establishing a base in Europe allows BYD to adapt more quickly to European standards and requirements.

Reuters reports that BYD aims for the majority of its vehicles sold in Europe to be locally produced within three years.

Growth to dominate

Since its founding in 2003, the Chinese brand has grown exponentially. BYD has been selling vehicles in Europe since 2020. The figures speak for themselves, showing the company’s spectacular growth on the continent.

• IEuropean sales have surged by 280% in the first eight months of 2025.
• In April 2025, BYD even surpassed Tesla in European sales of 100% electric cars (7,231 units versus 7,165 according to JATO Dynamics).
• In 2024, the brand sold nearly 57,000 vehicles in Europe, representing about 2.8% market share in the electric category.
• In August 2025, EU registrations nearly tripled year-on-year, reaching over 9,000 units in a single month.

These figures demonstrate how BYD could play a key role in Europe’s transition to fully electric vehicles by 2035.

Another challenge for European automakers

The arrival of this third factory would strengthen BYD’s presence against European giants already under pressure. Producing locally could also intensify competition in the SUV and family car segments. Indeed, the Chinese brand offers high-quality cars at highly competitive prices, while European brands struggle to provide affordable models.

By establishing a base in Spain, BYD sends a strong signal to manufacturers, policymakers, and Europeans. This move shows the company’s long-term commitment to the European market. It remains to be seen whether European authorities will welcome this news given the current challenging trade environment.