Diesel car in 2025: the smart choice or the error to avoid?

For decades, diesel reigned supreme on the French automotive market. This domination was largely encouraged by a favorable public policy, in particular thanks to a softer taxation on diesel than on essence. As a result, even the small urban rollers have long opted for diesel, while this choice was technically questionable.

Today, the cards have been rebatted. Diesel no longer seduces as much and its image has clearly deteriorated. Why this turnaround? Who remains relevant for? Quid offer available? Our decryption.

Why are we witnessing a disinterest in diesel?

In France, the market share of new diesel cars fell to 7.3 % in 2024 (excluding hybrid models), according to the figures in the Car platformdown 90 % compared to the peak of this motorization about fifteen years ago. Several factors explain this fall.

First, there was The dieselgate scandal in 2015which has permanently tarnished the image of this technology. Diesel engines, long touted for their low CO₂ emissions, emit significant quantities of nitrogen oxides (NOX), which notably pushed Volkswagen to rig its approval tests.

Then, the advantageous taxation of diesel was gradually lost with an internal consumption tax on energy products (TICPE) now close to that of Sans-Plomb. It represents around 60 % of the final cost of fuel for the consumer.

With its tarnished image, the diesel engine was also targeted by the government by being less well classified than essence within the system of Crit’Air vignettes. At best, diesel cars are classified Crit’Air 2 (excluding rechargeable hybrids classified Crit’Air 1, but very rare in diesel), while recent petrol cars are all classified by Crit’Air 1, despite polluting emissions certainly different, but not necessarily less important.

However, this disadvantage could very soon fade. The National Assembly has just passed the abolition of low -emission zones (ZFE), which could largely limit the field of action of the Crit’Air vignettes if this text is approved by the Senate.

For whom does diesel still make sense?

Despite this global disinterest, diesel retains real advantages for certain user profiles. Thus, diesel engines are particularly suitable for long journeys with lower consumption than equivalent petrol engines. They are also more torquey, which makes them ideal for heaviest vehicles or for towing.

On the other hand, diesel is unsuitable for predominantly urban use: frequent starts and small journeys do not offer the time necessary for the proper functioning of the particle filter, which can cause fourting and expensive breakdowns.

There remains the question of cost. While the advantageous taxation of diesel in France made diesel engines artificially much more attractive, in some cases even for small rollers, this advantage is no longer as general as before.

Take the example of a Renault Clio in TCE 90 hp petrol versions (WLTP consumption approved at 5.2 l/100 km) and DCI DCI 100 CH (WLTP consumption approved at 4.1 l/100 km). Sold 1400 € more expensive than the petrol model, the diesel version will be profitable from 60,000 km traveled at its steering wheel – at the current price of their respective fuel and to be refined according to the type of driving. For a long -term rental, however, the 45 €/month more claimed by the diesel model will only be profitable with an annual mileage of at least 23,000 km, quite large. More than ever, it is therefore essential to ensure that its use corresponds to that of a diesel car before opting for this engine.

What offers continue?

If the second -hand market is full of diesel models (more than 40 % of announcements on the French market), recent cars and new models are much rarer to operate on diesel. In particular on the lower segments, rarely chosen by large rollers, the manufacturers have for many sacrificed this engine.

If you want to opt for a new diesel city car, for example if you make long journeys, but you do not need a large vehicle, the choice in nine can be summed up in the Renault Clio (excluding Citadin SUV). All its competitors have already abandoned diesel, sometimes for the benefit of hybrid or LPG, and the Clio should do the same with its next generation.

On the upper segments, in particular with premium manufacturers, the offer is fortunately more provided. Some of these models are equipped with a micro-hybridization system (MHEV), as for petrol engines, in order to further reduce their consumption and their emissions. Mercedes also offers rechargeable hybrid diesel models (PHEV), a singular offer, but not without interest.

Conclusion

Diesel finally finds its natural place, namely an interest in certain uses, but not all. Large rollers, in particular those who mainly evolve on road and highway, can remain faithful to this technology with consumption and CO₂ emissions unmatched in these conditions (excluding electric cars). This reorientation marks the end of a nonsense which has long prevailed in France, where diesel was promoted as a universal solution.

Drivers who mainly evolve in town or do not carry out a significant annual mileage therefore have every interest in opting for other technologies, such as petrol or electric. The hybrid (HEV) has also found its place and represents a complementary solution to diesel for those who wish to save on its fuel costs.

Indeed, while diesel is the ideal fuel for long journeys, hybrid engines are on the contrary particularly suitable for urban environments. Their system of energy recovery at deceleration Allows them to be very efficient in town, but this advantage is less present on the highway where diesel remains the most suitable solution to date.

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