The pilot deployment of level 3 autonomous vehicles on French roads presents a concrete problem: the ability of independent repairers to intervene on these systems. Manufacturers lock access to autonomous driving data via proprietary protocols, and the European regulation on access to embedded data remains under discussion.
We observe here a blind spot in the automotive sector in France, much more structural than just sales figures.
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Independent Repairers Facing Level 3 Autonomous Vehicles: A Data Access Challenge
A level 3 vehicle delegates driving to the system under defined conditions. The driver is no longer required to monitor the road continuously, which implies a radically different electronic architecture from level 2 ADAS.
For an independent repairer, the problem is twofold. First, LiDAR sensors, perimeter cameras, and inertial measurement units require specific calibration procedures after any intervention on the chassis or windshield. Second, access to autonomous driving logs remains locked by manufacturers, preventing a complete diagnosis without going through the authorized network.
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We recommend that independent workshops monitor the developments of the European regulation on in-vehicle data, which could impose open access to diagnostic data, including that generated by autonomous driving modules. Without this framework, the repair of these vehicles will remain de facto a monopoly of the manufacturer networks.
To keep up with these changes and all the news related to professionals in the sector, we advise regularly checking the Veritaxis website dedicated to automotive, which aggregates useful information for industry stakeholders.
Expansion of Low Emission Zones in 2026: Concrete Constraints for Automotive Professionals
Decree No. 2025-1478 of December 28, 2025, has extended Low Emission Zones to 11 new French metropolitan areas as of January 1, 2026. Only Crit’Air 1 or electric vehicles are allowed for professionals operating in these zones.
This expansion accelerates the pressure on the fleets of artisans, tow truck operators, and mobile repairers. A Crit’Air 2 diesel utility vehicle, common in small business fleets, can no longer access the affected city centers.
The operational consequences are direct:
- Towing companies must renew part of their fleet to electric or CNG utility vehicles, with delivery times remaining long for certain models
- Garages located on the outskirts of Low Emission Zones lose part of their urban professional clientele, which turns to workshops within the zone
- The courtesy vehicles offered by repairers must also comply with the Crit’Air classification, which increases operating costs
The ecological penalty continues to impact an increasing share of the new vehicle market. The combination of Low Emission Zones and penalties creates a regulatory stranglehold that drives the French automotive market towards forced electrification, without charging infrastructure always being available in artisan activity areas.
Parts Shortage for Plug-in Hybrids: Impact on Repair Times
Logistical disruptions on components manufactured in China are extending repair times for plug-in hybrid vehicles since the first quarter of 2026. The ANFA barometer from April 2026 confirms this trend, particularly affecting battery modules, inverters, and certain thermal management sensors.
For workshops, the problem goes beyond simple supply. A plug-in hybrid vehicle immobilized waiting for parts occupies a lift or workshop space for several weeks. The profitability of the intervention drops, and the customer is left without a mobility solution.
We observe that the best-prepared repairers have built buffer stocks of the most critical references (high voltage contactors, battery management modules). This strategy has a cost, but it allows them to maintain acceptable turnaround times and retain a clientele that would otherwise turn to the manufacturer network.
Stellantis and Renault: Divergent Strategies in After-Sales
The two major French groups adopt different approaches. Renault recently restructured its after-sales management in France, a sign of a strategic repositioning in this segment. After-sales represents a source of margin far greater than the sale of new vehicles, which explains the growing attention from manufacturers.
Stellantis, on the other hand, is focusing on the digitalization of the after-sales journey and the centralization of parts orders. This approach improves traceability but reduces the flexibility of local dealerships, which have less latitude to source from alternative suppliers.
French Automotive Market: Beyond Sales Volumes
Market analyses of the automotive sector in France focus on new registrations and market shares of manufacturers. This prism masks more revealing dynamics.
The market for used electric vehicles is growing, as confirmed by data from April 2026. This growth in used electric vehicles is changing the after-sales value chain: independent repairers capable of diagnosing and repairing high-voltage batteries are attracting new customers.
- Training technicians in electrical qualifications (B2VL, B2TL) is becoming a prerequisite, not a competitive advantage
- Equipment manufacturers like those referenced by FIEV are adapting their catalogs with multi-brand compatible spare parts for electrified vehicles
- The premium segment, traditionally loyal to authorized networks, is beginning to open up to independents for routine maintenance of electric models, where mechanical complexity is lower
The value of the automotive sector is shifting from sales to services. The players who anticipate this shift, whether manufacturers, distribution groups, or independents, are those who will shape the market in the coming years. The supply crisis and tightening regulations are only accelerating this restructuring, already visible in the daily decisions of professionals.