Ron Kinney hopes California’s student injury data in school bus crashes serves as a blueprint for the rest of the U.S. to adopt lap/shoulder seatbelts.

When California became the first state in the nation to implement lap/shoulder seatbelts on school buses in 2004, many in the industry viewed the occupant restraints as unnecessary luxury items. But 20 years of data now tells a much more compelling story, resulting in injury declines and calmer school bus interiors for drivers.

Kinney, who served as state director of school transportation for the California Department of Education from 1983-1997, compiled 30 years of crash data from the California Highway Patrol’s annual “School Bus Crash and Pupil Passenger Injury Summary Report.” Kinney tracked the 10 years prior to and 20 years after the state law went into effect in 2002 that requires all newly purchased school buses after July 1, 2025 be equipped with lap/shoulder seatbelts.

The law led to the development of the current FMVSS 222 requirements for lap/shoulder seatbelts in all Type A school buses nationwide.

Kinney’s data calculates a 74.5 percent decrease in the absolute number of school pupil passenger injuries since 2004. In terms of passenger injuries “per million vehicle miles” traveled, the report tracked a 45.5 percent decrease over the past 20 years.

Meanwhile, the data finds that as the percentage of California school buses equipped with lap/shoulder belts increased incrementally since 2004, “it is reasonable to believe that school pupil passenger injuries will continue to decrease as more school buses equipped with lap/shoulder belts are added to the state fleet.”

Nine of the 10 years prior to the implementation of lap/shoulder seatbelts, student passenger injuries ranged between 425 and 760 per school year, with the height of injuries being 1,112 in the year 2000. There was no information on why the injuries spiked. But 2000 also saw the most school buses on the road (26,291) and the highest number of miles traveled (367,893,624) during that 10-year period before seatbelts.

Meanwhile, in the 20 years after the lap/shoulder seatbelt law went into effect, injuries declined. In 2005, 400 students were injured. During the 2013-2014 school year, 266 injuries were reported. Injuries dropped to 136 the following year. However, the 2015-2016 school year saw a spike to 313 injuries, with the most school buses on the road (28,982) and miles traveled (283,812,564) in the 20-year span. Those resulted in the most school bus crashes (1,886) as well. The 2023-2024 school year, the most recent data collected, saw 131 passenger injuries.

The report states that several factors need consideration when attempting to draw conclusions from the data. These include lap/shoulder belts having a positive impact in reducing pupil passenger injuries per million miles, California’s reduction in regular education home-to-school transportation, and expansion of special education home-to-school transportation.

Additionally, the report cites the increased number of California school buses equipped with lap/shoulder belts and the number of pupil passengers wearing lap/shoulder belts. Kinney writes that the reduction of driver distractions from pupil passengers who are now belted in and less able to misbehave has led to a reduction in driver turnover. The reduction in disciplinary problems and driver distractions also reduces the risk of crashes caused by driver errors.

“This also contributes to reduced driver turnover by creating a safer, less stressful and more rewarding work environment,” the report states. “By physically containing students, these belts address the primary stressors that lead drivers to leave the profession.”

The report also touches on the National Transportation Safety Board investigation into the 2014 Anaheim, California school bus crash, which resulted in a school bus leaving the roadway and striking a concrete light post after the driver fell unconscious. The bus continued up an embarkment and struck an uprooted tree.

NTSB crash simulations found that students sitting in row eight, where the tree intruded into the school bus cabin, would have experienced greater injuries had they not been wearing lap/shoulder seatbelts.

Related: NTSB Calls for Seatbelt Polices, Procedures Following Texas School Bus Crash
Related: Illinois Bill Advances to Require Lap/Shoulder Seatbelts on New School Buses
Related: Evolution of Thought

Kinney’s report also addresses the increased cost of a school bus with lap/shoulder seatbelts.

“Based on the large reduction in pupil passenger injuries revealed in this report since the implementation of lap/shoulder belts in all new California school buses, the cost-benefits of lap/shoulder belts clearly tip the scales in favor of installing lap/shoulder belts on all new school buses across the nation,” it states, adding that in the 20 years since lap/shoulder seatbelts were required California saw no student fatalities. “…the reduction in pupil passenger injuries more than justifies the few thousands of dollars initial cost.

“When spread over the average 20-year life cycle of a California school bus, the cost is around $500.00 per year. And, if you consider the number of trips per school year and the number of pupils transported each day, the cost is pennies per child per day. The litigation costs, not to mention the costs of settling a court case, can easily be measured in millions of dollars. The financial litigation risks, along with the pain and suffering of a pupil passenger and their family, is something to consider when drawing conclusions on the results and use of this report.”

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A 5-year-old boy was killed Thursday morning after being struck by a school bus in Rockland County, New York, reported CBS News.

According to the news report, the crash happened around 8:35 a.m. in the Village of New Square. Police said preliminary evidence indicates the school bus struck the child and then run over him.

The boywas rushed to Westchester County Medical Center, where officials said they were pronounced dead at approximately 12:15 p.m. The child’s name has not been released.

Investigators said the school bus driver did not initially realize the child had been struck and continued driving until being flagged down, at which point the driver returned to the scene.

The Ramapo Police Crash Investigation Unit responded and is reportedly conducting an extensive investigation, which involves coordination with partner agencies, interviews, scene measurements, data analysis, and vehicle inspections.

Police told local news reporters that the bus company is cooperating with the investigation, and the vehicle will be inspected by the New York State Department of Transportation.

No charges or additional details have been announced as the investigation remains ongoing.

Related: Wisconsin Teen Injured After Being Struck by Pickup While Boarding School Bus
Related: 4-Year-Old Girl Killed After Being Struck by School Bus in New York
Related: 11-Year-Old Struck by School Bus in Utah, in Stable Condition
Related: Louisiana Student Struck and Killed by School Bus

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Police took a teenager suspected of vehicle theft into custody after a brief pursuit ended in a collision with an Aldine Independent School District school bus near Houston, Texas, reported Fox News.

According to the news report, the incident began around 4:22 p.m. Jan. 27, when a FLOCK license plate camera alerted authorities to a possibly stolen vehicle in northeast Harris County. Sheriff’s deputies located the vehicle and attempted a traffic stop. The driver fled, prompting the pursuit that lasted approximately five minutes.

The pursuit reportedly ended near Homestead Road and U.S. 59, after the suspect ran a red light and struck the Aldine ISD school bus on its right-rear side.

Aldine ISD said 28 Aldine Middle School students were on board at the time of the crash. Four students were transported to a hospital for evaluation, though authorities did not release details on their conditions.

Investigators said the suspect, believed to be around 17 years old and not named due to their age, was taken into custody at the scene of the crash. The teen was evaluated by EMS, refused treatment and was transported to the Joint Processing Center.

The teen could face felony charges related to possession of a stolen vehicle and firearm, which Sheriff’s deputies also recovered. The investigation remains ongoing.

Related: Teen Arrested After Allegedly Hitting Student Waiting for School Bus in New York
Related: Teen Charged in Pennsylvania School Bus Shooting, 3 Others Wanted
Related: Maryland Teen Charged as Adult for Attempted Murder on School Bus
Related: Texas Student Arrested Following Alleged Sexual Assault on School Bus

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Scout has offered a closer look at the Traveler Pacific Mist concept, a subtly revised study that originally made its debut at last year’s Los Angeles Auto Show.

Billed as a “re-theme,” the concept features a unique Pacific Mist paint job that was created in-house. The multi-layer, three-stage finish appears to shift colors depending on lighting conditions. As Scout explained, the Traveler looks silver on overcast days but transitions to blue when the sun comes out.

More: Scout Finalizes SUV And Pickup Design With Only A Few Subtle Changes

The color draws inspiration from California’s coast and Scout’s Director of Color, Materials, and Finish Design, Aileen Barraza, said it echoes the “mist that rises when waves crash into the Pacific Coast cliffs.”

Elsewhere, the concept has unique 22-inch wheels with a black finish as well as 35-inch BFGoodrich T/A KO3 all-terrain tires. They’re joined by black door handles and a contrasting black roof.

Designers also gave the concept a roof rack as well as a new rear carrier, which replaces the traditional spare tire. It’s billed as a “backpack” that features two compartments, which can be used for wet or dry storage. It’s an interesting accessory and Scout hinted it could be going into production as they said “All of these upgrades are a sneak peek at the road ahead.”

Moving inside, we can see a stylish interior with brown leather seats and denim-inspired accents. They’re joined by a two-tone steering wheel, metallic accents, and a retractable Cabana Top.

While the concept feels familiar, Scout said it “previews what future packages could look like – distinct palettes, trim sets, gear systems, and accessories built around specific use cases.” In effect, it hints at what a possible special edition could look like in the future.

Scout didn’t mention performance specifications, but we can see it features a Harvester range extended powertrain. This adds an engine into the mix, giving the SUV an overall range in excess of 500 miles (805 km).

Porsche has spent years developing its all-electric 718 Boxster and Cayman models, recently retiring the outgoing ICE generation to clear the stage for the EV duo. But despite that long runway, a new report suggests the company may pull the plug on both models before they ever reach showrooms.

Michael Leiters, the former CEO of McLaren, stepped into his new role as Porsche’s chief executive on January 1. And according to unnamed sources cited in a new report, one of his first major decisions could be to scrap the electric 718s entirely, due to mounting development costs and repeated delays.

Read: 2027 Porsche 718 Cayman EV Rendered To Reality

Porsche is under pressure to rein in spending after pulling back from its earlier electric-only strategy, compounded by a sharp 26 percent drop in Chinese sales in 2025. Bloomberg reports that the brand is now weighing the addition of a plug-in hybrid variant to its lineup, a move that would require fresh architecture and substantial financial outlay.

These changes could cause further delays for the next-gen 718 models, and if they do eventually launch, they might already feel outdated by the time they reach the market.

Read: Porsche Is Shutting Down A Third Of Its Chinese Dealers

Leiters has inherited a long to-do list from his predecessor Oliver Blume, who served as Porsche CEO for the past ten years. The brand’s EV pullback reportedly wiped out €1.8 billion ($2.1 billion) in operating profit last year. Meanwhile, new tariffs in the United States have added more friction, and Porsche’s recent market struggles led to its removal from Germany’s benchmark DAX index.

Carscoops contacted Porsche for comment. A company representative said Porsche was declining to comment on the “speculation”.

Changing Plans

Baldauf

The electric 718 Cayman and Boxster have already faced several delays. In early 2025, Blume revealed that Porsche was having trouble sourcing the high-performance battery cells it needed for the two models, in part due to Swedish battery manufacturer Northvolt filing for bankruptcy. Sales of the two models were due to start this year, but this now appears increasingly unlikely.

Clearly realizing that it couldn’t put all of its eggs in one basket, Porsche announced last September that flagship versions of the next-gen 718 would be updated to include internal combustion engines, likely including replacements for the Cayman GT4 and GT4 RS, as well as the 718 Spyder RS.

Just a few months later, it was revealed that combustion options could also be made available across a larger proportion of the 718 model line, not just the pricey flagships.

Baldauf

The global EV race has reached a point where even rumors can travel fast and land hard, and this week provided a clear example. Xiaomi and Ford have both denied a report that they are in talks to jointly manufacture new electric vehicles in the United States, pushing back against a surprise claim that the two companies were exploring a shared path forward.

The story, published over the weekend by The Financial Times and attributed to four people familiar with the matter, alleged that Ford had held discussions with Xiaomi about forming a joint venture to build future EVs on American soil. It also claimed Ford has spoken with other Chinese automakers about possible US-based collaborations, including BYD.

Read: Ford’s CEO Is Daily Driving A Xiaomi SU7 EV And Loving It

Adding weight to the speculation, Ford chief executive Jim Farley has been openly complimentary about Chinese EVs in recent years, with particular praise reserved for the Xiaomi SU7. His remarks, along with his personal use of the car, have fueled curiosity about how closely Detroit is watching developments in China’s EV market.

Both Sides Say No

However, shortly after the report was published, Ford pushed back, stating, “This story is completely false,” and adding, “There is no truth to it.” Xiaomi also denied any plans to collaborate with Ford on building EVs in the US.

“Reports that Xiaomi is discussing a joint venture with Ford Motor Co are false. Xiaomi does not sell its products and services in the United States and is not negotiating to do so,” the Chinese company said.

Would the U.S. Even Allow It?

Even the idea of such a deal is politically volatile. Any partnership between an American automaker and a Chinese firm would likely face immediate scrutiny in Washington.

Speaking to the Financial Times, Representative John Moolenaar, the Republican chair of the House China committee, said a Ford-Xiaomi deal would amount to “turning its back on American and allied partners, and it will make our country further dependent on China.”

Current federal policy makes the prospect even more unlikely. The Biden administration recently finalized rules that effectively block Chinese EVs from entering the U.S. market, citing national security risks.

Surprisingly, President Donald Trump has taken a more nuanced stance. While still critical of China on trade, he has said he’d support Chinese companies building factories in the U.S. and employing American workers.

“If they want to come in and build a plant and hire you and hire your friends and your neighbors, that’s great, I love that,” Trump said. “Let China come in.”

It’s official. China has banned electronic door handles on electric vehicles. First popularized by theTesla Model S, these sleek designs have since spread far and wide across the industry. But their safety has come under scrutiny following several high-profile fatal accidents, including incidents where children were reportedly trapped inside.

Starting in 2027, manufacturers will be required to install mechanical door handles both inside and outside electric vehicles sold in China.

More: New Bill Finally Targets Electric Door Handles, But Only One Brand Gets Blamed

The regulation takes effect on January 1, 2027, though models already approved and nearing launch will be given until January 2029 to comply. The decision follows a string of high-profile and fatal crashes in which power failures were suspected to have prevented doors from opening.

What Sparked the Change?

Most notably, two fiery Xiaomi EV crashes drew widespread attention after reports suggested occupants and rescuers were unable to open the vehicles’ electronically operated doors in time. Safety officials in China responded with a sweeping review of design standards for emergency access.

According to Bloomberg, China’s new rules are unusually specific. Exterior handles must provide a recessed handhold measuring at least 60 mm by 20 mm (2.36 inches by 0.79 inches), ensuring rescuers can physically grasp and pull them even after a crash. Inside the cabin, manufacturers must clearly label door releases with visible signage showing how to open the door in an emergency.

Interior signage must be at least 1 cm by 0.7 cm (approximately 0.39 inches by 0.28 inches), and both the interior and exterior door handles must be installed in clearly defined positions. Under the updated guidelines, automakers can no longer rely solely on electronically powered systems, even those supplemented by backup batteries or mechanical pull cables.

How Many Cars Are Affected?

That’s a major shift. Roughly 60 percent of China’s top 100 best-selling new-energy vehicles reportedly used concealed door handles as recently as April, particularly on higher-margin luxury models. The list of affected cars includes Tesla’s Model 3 and Model Y, BMW’s upcoming China-spec iX3, and offerings from Nio, Li Auto, Xpeng, and Xiaomi.

Some automakers have already seen the writing on the wall. Recent models from Geely and BYD have quietly reverted to traditional exposed handles. Tesla’s design head commented months ago, when the Chinese ban was first suggested, that the brand was already working on a solution.

Even so, the redesign process could be steep. A source with knowledge of EV development in China told Bloomberg that adapting existing door systems to meet the new standards might cost upwards of 100 million yuan per model, or about $14.4 million.

One Market’s Rule, Everyone’s Problem

That helps to underscore just what a big deal this ban actually is. While Americans might not ever get their hands on a BYD or a Geely, they’re certainly familiar with Tesla. By requiring EVs to have these door handles, it’ll likely reshape the way automakers design handles worldwide.

To avoid producing separate hardware for different regions, automakers will most likely simply shift to a unified, regulation-friendly handle design across all markets. Standardizing the approach could cut costs and streamline development.

Why Only EVs?

Hilariously, there appears to be one big caveat in this whole situation. The ban in China doesn’t affect cars that aren’t electric. In other words, what the state sees as dangerous door handles can continue on other vehicles that also need a battery to operate.

That’s notable because most EVs use a 12v battery to operate their electric door latches and handles. Put another way, they’re not really any different, in terms of basic function, from a gas-powered car. Despite that, gas-powered vehicles can continue to have these “dangerous” handles under the new law.

Stephen Rivers for Carscoops

Some already use similar systems. The Infiniti QX80, for example, features pop-out door handles that depend on electrical power to present themselves. If the battery were dead or damaged in a serious crash, those handles could theoretically fail in much the same way as the EV designs China is now banning.

The Beginning of the End for Hidden Handles?

Still, the precedent matters. By drawing a hard line on power-only door access, China may end up stopping this design trend from spreading further across the industry. And if regulators in Europe or the U.S. follow suit, the rulebook could eventually expand to cover all passenger vehicles, regardless of what’s under the hood.

In fact, early signs suggest that may already be happening. Tesla is currently facing a formal investigation into its door systems in the United States, and European regulators have begun exploring restrictions of their own.

If you thought Lexus’ six-wheeled minivan concept was a wild one, a radical reimagining floated as a possible LS flagship replacement, wait until you see what Xpeng has been working on.

The Chinese tech company has developed a six-wheel minivan of its own, only this one takes things even further. Packed in the back is a fully functional eVTOL aircraft. And while Lexus is still firmly in the daydreaming phase, Xpeng is already preparing for customer deliveries later this year.

Also: The Lexus LS Has Just Morphed Into A Bizarre Six-Wheeled Minivan

The six-wheeler, originally known as the AeroHT and now branded the Land Aircraft Carrier, is coming to market via Xpeng’s newly formed Aridge division, which focuses on aerial vehicles.

From a distance, it might pass for a modified cargo van with oversized ambitions, but this machine has a very specific purpose: it’s been built to transport and house one of Xpeng’s electric vertical take-off and landing aircraft.

Ready for Takeoff

Xpeng is manufacturing both the Land Aircraft Carrier and its matching eVTOL at a dedicated facility in Guangzhou. Production will start with 5,000 units per year, with plans to double that to 10,000. To keep the build process simple, Xpeng will offer only three exterior paint choices: Stellar Silver, Moonrock Gray, and Supernova White.

How Much Does It Cost?

The entire package, van and aircraft included, will start at around 2 million yuan, or approximately $287,000 at current exchange rates. The van itself stretches about 5.5 meters (18 feet) in length, spans 2 meters (6.6 feet) in width, and stands 2 meters tall. It’s sizable, but not unwieldy, especially considering it’s designed to carry an entire flying vehicle in its cargo area.

Read: VW’s Chinese Partner Is Building Cheaper Cars In Europe To Beat VW

Technical specs on the van’s powertrain are still relatively sparse. What we do know is that it will run on an 800-volt electrical system and feature a range-extender EV setup. The company is targeting a driving range of more than 620 miles (1,000 kilometers).

In a clever bit of design integration, the van’s trunk will also serve as a charging station for the onboard aircraft.

Crash Raises Safety Concerns

Speaking of the aircraft itself, it’s made largely from carbon fiber and has six rotors. Although the eVTOL has received local airworthiness certification, a pair of prototypes collided with each other during a rehearsal flight at an airshow last September.

One of the aircraft crashed and burst into flames after the impact, but fortunately, no one was killed in the crash. However, the accident may erode some of the confidence those with an order have.

A couple of years ago, Audi cooked up a grand plan where gas and diesel cars would wear odd numbers and EVs would get even ones. But the automaker now admits that wasn’t such a genius moment after all, and hints that the classic A4 badge could be heading back from exile to a combustion car soon.

The odd vs even number strategy sounds tidy on a whiteboard, but in real life, it meant the long-running A4 sedan and wagon suddenly became A5 models, a name previously used for coupes and Sportbacks. That shift confused care buyers and frustrated the salespeople who had to deal with them.

Related: Audi Ditches Odd-Even Naming Plan For ICE And EVs After Buyers Bamboozled

Audi CEO Gernot Döllner has now openly called the move, rubber-stamped by his predecessor, a mistake. Speaking to Australia’s Drive at the Munich motor show, he said the brand will return to its traditional system where “A is for flat-floor cars, Q is for SUVs, and then the number describes the size of the car or the segment of the car.”

A4 Facelift and Namelift

Audi U-turned after turning the A4 into an A5, but in time to prevent the A6 from making the same switch. And now Döllner says that rebranding the ICE A5 as an A4 is “thinkable.” That strongly hints the current combustion-powered A5 (seen below) could wear A4 badges when it gets its mid-life update, probably in the next couple of years.

Electric A4 On the Horizon

But while the gas-powered car may revert to A4, Audi is also planning a fully electric A4 e-tron for the 2028 model year, seen below in our artist’s impression. As we’ve reported before, that car is expected to ride on the new Scalable Systems Platform and take design cues from the dramatic Concept C show car.

So in a few years, you could have an A4 with a combustion engine and an A4 that plugs in, a strategy that will be mirrored at BMW and Mercedes with the 3-Series and C-Class. BMW has it slightly easier on the naming front, since it plans to use the i3 badge for the EV, though that comes with its own complications, given the name was already used for an electric hatchback not too long ago.

This isn’t the first time Audi has fessed to making a badging boo-boo. A few years back, it abandoned its traditional engine size-based model names for ones like ’35’ and ’55’ that buyers also found confusing, but it has now backtracked on that decision.

Concerns over data security are prompting fresh scrutiny of Chinese-made electric vehicles in Europe, and Poland appears to be the latest country preparing to act. Officials there are looking to prohibit these cars from entering sensitive military areas, citing fears they could be used for surveillance.

The move would follow the UK’s recent decision to restrict Chinese EVs from military zones, part of a wider effort to prevent potential access to sensitive information gathered by modern automotive tech like cameras, radars and sensors that are now common on new cars.

Are Vehicles Becoming Spy Tools?

Cars from China, particularly EVs, are becoming an increasingly common sight on European roads, including in Poland. A recent study in the country referred to these vehicles as ‘Smartphones on Wheels,’ noting that onboard technologies enable environmental scanning and can capture sensitive geolocation data, among other capabilities, which can pose a serious safety risk.

Read: Chinese EVs Banned From UK Military Sites Amid Fears They’re Watching Every Move

“Smart cars have enormous data collection capabilities through high-resolution cameras, sensors, and LiDAR systems, which use active 3D mapping technology,” said Paulina Uznańska, author of the study, in comments reported by the Polish news agency PAP. “This creates a very high potential for the use of such vehicles for intelligence analysis purposes.”

Responding to the findings, General Wiesław Kukuła, Chief of the General Staff of the Polish Army, is expected to issue a formal directive soon that would ban Chinese-made vehicles from all military installations across the country. This would also include adjacent parking areas.

The Ministry of National Defense confirmed to national news agency PAP that it is currently drafting a policy to that effect.

Security Policy Tightens

UK lawmakers noted last year that the Chinese government holds legal rights to access data collected by the cameras, sensors, and radar systems in vehicles built with Chinese technology.

Following a similar approach, Poland’s ban is expected to apply not only to models from brands like BYD, MG, Nio, Xpeng, and Aiways, but also to any vehicles equipped with Chinese-made software or sensor components.

Beyond military installations, there is speculation that similar measures could reach other sectors. One industry expert has floated the possibility of extending the restrictions to key infrastructure hubs like airports. That said, such a policy would have to be carefully structured to comply with European competition laws and avoid regulatory backlash

Jaguar’s dramatic electric rebirth is not just about pastel concept cars and moody teaser shots. Prototypes of the upcoming four door GT are out on frozen lakes in Sweden, being hurled sideways in temperatures that would make most EVs want to stay plugged in.

The GT, or whatever Jaguar decides to call it when it debuts later this year, is the production follow up to the Type 00 concept, and Jaguar says it will be the most powerful road car it has ever built.

Related: Jaguar Thinks Its $180K EV Gamble Could Finally Ditch Its BMW Complex

With more than 986 hp (1,000 PS) on tap, it has far more power than you could used on a frozen lake, but the Arctic Circle is the perfect place to test out the limit-behaviour of the all-wheel drive chassis.

Jaguar released some high quality images of the four-door sedan testing, but not much in the way of meaningful technical info to advance the story, beyond mentioning that its clever thermal management system can reduce heating energy consumption by up to 40 percent.

We already knew about the total power output and torque vectoring capability, and the confirmation of twin-valve active dampers and air suspension isn’t much of a surprise.

Tri-motor Setup

But a report by Autocar, which got to hang out with the test team in Sweden, fills in some of the blanks, including breaking down the tri-motor setup. Up front is a roughly 350 hp (355 PS / 261 kW) unit, mainly used for efficiency at cruising speeds. At the rear sit two much angrier motors that together deliver around 950 hp (963 PS / 708 kW).

Combined output is at least 986 hp (1,000 PS / 735 kW), along with a walloping 959 lb ft (1,300 Nm) of torque. And that rumored hybrid conversion JLR is working on? Not true and not happening, the company claims.

Instead of one giant skateboard pack, the 5,200 mm (205 inches) Jag uses multiple battery stacks, including a smaller pack near the front and several larger ones further back.

That setup allows the cabin floor and seats to sit lower, giving the car a sports car like driving position, an impressively low centre of gravity, and keeps the roof height to 1,400 mm (55 inches).

Up to 400 Miles Between Fills

Range is expected to be around 400 miles (644 km) on the US EPA cycle, or about 430 miles (692 km) WLTP, from a battery of roughly 120 kWh. That should make it a genuine long legged GT, the kind of thing Jaguar has historically been good at building, even if this car – at a starting price of £120,000 (about $160,000) – will be twice as expensive as many recent Jaguars.

Production Reveal Coming This Summer

In terms of timing, Jag says we will see the finished production car revealed later this summer. Order books are expected to open in the autumn, with first customer deliveries planned for spring next year.

That’s still a long way off and some dealers are already feeling unsure about the whole EV direction, but the GT and the SUV that comes later, could be worth the wait.

Jaguar

The announcement comes just days after NPR revealed the administration had secretly rewritten safety and environmental standards.

(Image credit: Idaho National Laboratory)

MESA, Ariz., – As the school year hits a midway point, a recent Verra Mobility 2025-2026 school year survey, issued via Pollfish, reveals that parents and caregivers of school-aged students overwhelmingly support the use of automated enforcement to improve student transportation safety.

The survey, which included 2,000 parents or caretakers of children who walk, drive, are driven, or take transportation to school, showed that many respondents have witnessed near-miss incidents where a student was almost hit in a school zone or near a school bus.

The data points to a pattern of dangerous incidents in school zones and near school buses, and parents’ desire for action:

82% support safety cameras to monitor and penalize drivers who illegally pass stopped school buses. 70% of respondents favor automated enforcement in school zones

The response comes as many of these same parents and caregivers have witnessed events that nearly led to student tragedy:

43% have observed a “near miss” in a school zone. 33% have seen a “near miss” surrounding a stopped school bus

Automated enforcement programs have long been proven effective. Verra Mobility program data shows that school bus stop-arm programs have experienced as much as a 50% reduction in violations within just two months of launching the program. As the program continues, 98% of drivers who receive one stop-arm violation don’t receive a second.

Similar success has been experienced with school zone speed safety programs, where programs have experienced a 94 percent reduction in speeding at speed camera locations.

“Parents, educators, and communities share the same priority – keeping students safe,” said David Dorfman, senior vice president, Verra Mobility. “With a large majority of parents supporting automated enforcement in school zones and for school bus stop-arm enforcement, technology offers a proven way to change dangerous driving behaviors and prevent tragedies.”

This data comes as cities and counties across the U.S. are utilizing technology to make a difference. During the 2024-2025 school year, Verra Mobility, which covers more than 250 communities, launched 13 new school zone speed programs, from Memphis, TN, to Poulsbo, WA, in order to deter dangerous driving and protect students.

This trend also reflects concerns from educators and school administrators, with 38% of public-school officials moderately or strongly agreeing that traffic patterns around their schools pose a threat to students’ physical safety during their commute. To combat this, parents are advocating for a holistic safety approach with physical and policy-based improvements such as speed bumps, more crossing guards, better signage and traffic signals.

For more information on how to support safer driving and how to employ safety solutions for your community, visit www.verramobility.com/government.

About Verra Mobility
Verra Mobility Corporation (NASDAQ: VRRM) is a leading provider of smart mobility technology solutions that make transportation safer, smarter and more connected. The company sits at the center of the mobility ecosystem, bringing together vehicles, hardware, software, data and people to enable safe, efficient solutions for customers globally. Verra Mobility’s transportation safety systems and parking management solutions protect lives, improve urban and motorway mobility and support healthier communities. The company also solves complex payment, utilization and compliance challenges for fleet owners and rental car companies. Headquartered in Arizona, Verra Mobility operates in North America, Europe, Asia and Australia. For more information, please visit www.verramobility.com.

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After years of delays and development setbacks, Japan’s long-awaited electric kei vans from Toyota, Daihatsu, and Suzuki have officially made the leap from concept to production.

The three brands have confirmed the market launch of their collaborative battery-powered van lineup: the Toyota Pixis Van BEV, the Daihatsu e-Hijet Cargo, and the Daihatsu e-Atrai RS. Suzuki’s equivalent, the nearly identical e-Every, is also on the way. These production models arrive almost three years after the original trio debuted in prototype form back in 2023.

More: Daihatsu Hijet Is Available In 26 Configurations, Including Tiny Dump Trucks

On the outside, these new zero-emission vans mirror their combustion-engine siblings, which have been on sale since 2021. The main visual clue is the addition of a charging port on the front bumper.

Between the Toyota and Daihatsu versions, the only visible difference lies in the badges. The e-Atrai RS, Daihatsu’s more passenger-friendly variant, is sold exclusively in a single RS trim. It features black steel wheels, color-matched accents, chrome detailing, and power sliding doors on both sides.

Inside, the highlight is the new shifter, sourced from other Toyota models such as the Prius. Equipment includes heated front seats and auto A/C for greater efficiency, a USB port, an AC 100V outlet for powering external devices, and an enhanced preventing safety system called Smart Assist.

Practicality remains central, with an overhead compartment and smart storage solutions integrated throughout the cabin. More importantly, the move to electric power leaves both the cargo space and the 350 kg (772 lb) maximum load capacity untouched.

Fully Electric Powertrain

The kei vans are identical under the skin, riding on the Daihatsu New Global Architecture (DNGA) platform with a new powertrain developed jointly by Suzuki, Daihatsu and Toyota.

More: Daihatsu Built A Sleeper Kei Car With A Roll Cage And It’s Headed For Sale

A single rear-mounted electric motor (e-axle) produces 63 hp (47 kW / 64 PS) and 126 Nm (93 lb-ft) of torque. That matches the output of the turbocharged 660cc three-cylinder gasoline engine, with an added 35 Nm (26 lb-ft) of torque.

The floor-mounted lithium-ion battery pack has a capacity of 36.6 kWh, allowing a WLTC range of 160 miles (257 km) between charges. This is 36 miles (57 km) more than the targeted figure during development, and should be enough for urban deliveries. It is also slightly better than the 152 mile (245 km) range of the Honda N-Van e: which is their main competitor.

A full charge is completed in around 6 hours from a standard 6 kW outlet, while a 50 kW fast charger will take it to 80% in 50 minutes. Finally, the EVs are compatible with Vehicle-to-Home (V2H) technology.

More: For $8,500, Nissan Will Sell You A Kei Truck That Still Thinks It’s The ’90s

Engineers have also applied BEV-specific structural reinforcements to the chassis, promising better handling thanks to the lower center of gravity, and improved ride comfort thanks to the new trailing-link rigid-axle rear suspension and the optimised spring rates.

A Premium for Zero Emissions

The jump to electric doesn’t come cheap. Both the Toyota Pixis Van BEV and Daihatsu e-Hijet Cargo start at ¥3,146,000 (about $20,300 at current exchange rates) in Japan, nearly three times the cost of their entry-level gasoline counterparts, which begin at ¥1,100,000 (roughly $7,100). The Daihatsu e-Atrai RS comes in higher still, starting from ¥3,465,000 ($22,400).

Production will take place at Daihatsu’s plant in Nakatsu, Japan. Toyota is targeting 50 sales per month, while Daihatsu expects to move around 300 units monthly.

The story of the automobile is never just about a single moment, even when a neat anniversary tempts us to frame it that way. Mercedes is marking 140 years since Carl Benz first putt-putted down the road in his Patent-Motorwagen, often described by the brand as the “world’s first automobile”.

Read: New S-Class Uses 50,000 LEDs To Light Nearly Six Football Fields Ahead

That claim, however, has long been debated in enthusiast circles, including at The Autopian, where Jason Torchinsky recently revisited the subject in detail. Even Mercedes itself acknowledges the history is more nuanced.

The Origins Are Messier Than You Think

On its own website, the company concedes that the automobile did not simply appear in 1886. It recognizes that numerous forerunners existed well before Carl Benz. These range from steam-powered road vehicles to earlier experimental self-moving machines, including Frenchman Nicolas Joseph Cugnot’s three wheeled steam cart from 1769, or possibly 1770, depending on who you ask.

Innovation In Retrospect

Looking at Mercedes’ car no. 1 now, with its huge, spindly wheels, puts that layered history into perspective. It is a vivid reminder of how far the automobile has evolved since Benz’s first outing in 1886, but it also invites a more fundamental question.

Read: Americans Embrace AI Tech In Their Cars But Some Features Drive Them Crazy

With so many ideas, inventions, and refinements accumulating across more than a century of experimentation, which single innovation truly transformed driving the most?

Early breakthroughs were about simply making cars usable. Four wheels brought stability. Steering wheels replaced awkward tillers. Then came the electric starter, which saved drivers from wrestling engines by hand and occasionally breaking bones, transmissions with synchromesh or fully automatic operation. Suddenly cars weren’t just for the brave and mechanically gifted, but for everyone.

Related: Mercedes’ CLE Gets A Facelift, But The Big News Is Under The Hood

Design took its own leap forward as cars stopped looking like horse carriages and started slicing through air. Windshields, enclosed bodies and integrated fenders all radically changed how automobiles looked, even before wind tunnels started to have a major say in the styling process.

From 10 mph to 300 mph

And let’s not forget power and speed. That first car in 1886 had less than 1 hp (1 PS) and was all out of puff at 10 mph (16 kmh). Today, even the most ordinary subcompact makes 100 times as much grunt and is 10 times as fast, while hypercars now punch out 2,000 hp (2,023 PS) and in some cases can top 300 mph (483 kmh).

Those feats would be terrifying with the kind of safety equipment Benz’s Motorwagen had on board. The 1886 original had solid rubber tires and no braking system on any of its three wheels, the only way to slow it down being to tug on a simple hand-operated lever that created friction on the drive belt.

Safety improved relatively quickly, but the major advances in that department have come in the second half of the car’s 140-year life. Seatbelts, crumple zones, airbags, and anti lock brakes quietly saved millions of lives, while air conditioning, power steering, satellite navigation and in-car hifi made those lives behind the wheel more bearable.

Biggest Changes Still to Come

Now we’re living through another turning point. Hybrids, EVs, driver assistance systems, and cars that can steer, brake, and park themselves are redefining what it even means to drive. Mercedes is, appropriately, at the forefront of that change, and will offer Level 4 self-driving on the new S-Class that debuts this year.

Some people see freedom in that kind of tech. Others see the end of real driving. Either way, the car is changing again.

So what gets your vote as the biggest advance to emerge from the car’s long evolution, the one innovation without which modern driving would feel impossible? And which car helped all cars make the biggest leap forward? Jump into the comments and make your case.

We’ve grown accustomed to how quickly electric cars evolve, but few models illustrate that pace of change as clearly as the latest iteration of Audi’s e-tron GT. What is essentially Audi’s halo EV has been completely reengineered in just a few short years. This isn’t your usual mid-cycle refresh, and Audi isn’t pretending it is.

Read: Audi Gave Up On The A2, Now It’s Making The Q2 e-Tron To Win You Back

Sales of the original e-tron GT kicked off in Europe back in mid-2021, though Australian deliveries didn’t begin until late 2022. Fast forward just over 18 months, and Audi has already rolled out a completely new e-tron GT line-up, one so far ahead of its predecessor that even the latest base model now outguns the previous RS flagship in power.

QUICK FACTS

This new model went on sale Down Under towards the end of 2025, and we recently had the opportunity to live with the flagship model in the range, the all-new RS e-tron GT Performance. I was not prepared for what I would discover.

What’s New?

Photos Brad Anderson/Carscoops

Most would agree that the e-tron GT is an extraordinary piece of automotive design. We’d argue it’s the best-looking EV on the market, and one of the finer-looking sedans of the past decade. However, the original RS version just didn’t look special enough.

Aside from minor visual tweaks, the flagship version looked virtually identical to the base model, which was somewhat disappointing for an RS-branded car. Audi appears to have addressed these complaints and, for the 2026 RS e-tron GT and RS e-tron GT Performance models, has ensured they stand out from the base version.

Also: All Future Audis Will Have This Grille, Mustache Memes Be Damned

The most obvious updates are found at the front. While the same basic grille has been retained, the front air intakes are now more aggressive, with a forged carbon fiber finish, as on our test car. The bold new touches continue at the rear with a bespoke diffuser, also finished in forged carbon, and a set of unique six double-spoke 21-inch wheels.

An Updated Powertrain

These updates are welcome, but they pale in comparison to the changes that Audi has made under the skin. The 84 kWh battery pack of the old model has been removed and replaced with a larger 97 kWh battery that weighs 9 kg (19.8 lbs) less. Additionally, all three e-tron GT versions now support DC charging speeds of up to 320 kW, a welcome boost from the 270 kW of the old model.

Read: 2025 Audi RS e-tron GT Performance Has 912 HP, Hits 62 MPH In 2.5 Seconds

Then there’s the power. The base S e-tron GT has 500 kW (670 hp) and 717 Nm (529 lb-ft) with launch control, allowing it to hit 100 km/h (62 mph) in 3.4 seconds and drive 558 km (347 miles) on a charge. The mid-tier RS e-tron GT is rated at a peak of 630 kW (845 hp) and 865 Nm (638 lb-ft), running to 100 km/h in 2.8 seconds and boasting a driving range of 522 km (324 miles).

The daddy of the line-up is the RS e-tron GT Performance we tested, Audi’s equivalent to the refreshed Taycan Turbo S. It peaks out at 680 kW (912 hp), 1,027 Nm (757 lb-ft) of torque, and can hit 100 km/h in a claimed 2.5 seconds. It does all of these while boasting a range of 528 km (328 miles). It’s not cheap, however. In Australia, prices for the flagship start at AU$309,900 ($216,800), though our test car included several options, bringing the total to AU$324,400 ($226,900).

A Cabin To Remember

Photos Brad Anderson/Carscoops

The interior of the new RS e-tron GT Performance is largely the same as the pre-facelift model, but does benefit from some updates. These include a new flat-bottom and flat-top Alcantara steering wheel with bright red Boost and RS buttons.

Our tester was also fitted with the AU$4,500 ($3,100) performance design package, adding several green accents and Nappa leather. It also included the AU$10,000 ($7,000) Matt carbon camouflage package, which adds forged carbon to the exterior, side sills, dashboard, and door panels. The look of the carbon won’t be to everyone’s tastes, but it’s certainly striking.

Review: The 2024 Audi RS e-tron GT Will Warp Your Sense Of Reality

Most touchpoints are excellent, and the cabin carries a premium feel. Still, much of the switchgear and lower-grade plastics come straight from less expensive Audi models, which is somewhat disappointing given the car’s sky-high price tag.

Among the key features carried over from the pre-facelift model are the superb RS-branded front seats, the 10.1-inch infotainment display, and the 12.3-inch digital instrument cluster. There’s wireless Apple CarPlay and Android Auto, a thumping 16-speaker Bang & Olufsen audio system, and among the finest front seat massage functions of any car currently on sale. To put it simply, the RS e-tron GT is a joy to spend time in.

Read: Audi Design Boss Wants To Remove Big Screens From Future Models

Perhaps the most obvious downside of the incredibly good looks and that swooping roofline is that headroom in the rear isn’t great for tall adults. It also feels a little sparse back there with just a pair of USB-C ports and simple fan speed controls.

Unrelenting Acceleration

Photos Brad Anderson/Carscoops

Heading into my week with the RS e-tron GT Performance, I knew it was going to be the quickest car I’d ever driven. But nothing could quite prepare me for this EV’s ferociousness off the line, and yet its plushness and comfort during daily driving.

As mentioned, Audi quotes a 0-100 km/h time of 2.5 seconds. Try as I might, I was never able to match that with my GPS timer, recording a best time of 2.63 seconds, covering the sprint to 100 km/h in just 39.1 meters (129 feet). If you can actually feel the difference between 2.63 and 2.5 seconds, congratulations, you might be part stopwatch. As for what that kind of speed feels like? Absolutely brutal.

Pin the throttle and the Audi throws you back into the seat, building speed in a way that is truly terrifying. Like the original e-tron GT, this new model retains a two-speed transmission. While the original shifts into second gear at around 85 km/h (53 mph), the flagship Performance model will hold first gear for as long as possible, enabling remarkable acceleration.

During my testing, it felt like the car changed into second gear at around the 120 km/h (75 mph) mark, and when it does, the EV accelerates even faster, as if it’s a spaceship getting sucked into a black hole. It’s absolutely mesmerizing. Remarkably, the car delivers this performance while struggling to put all its power to the ground.

Regardless of whether the ESC is on, in Sport mode, or disabled entirely, the car will spin all four wheels to beyond 100 km/h, leaving faint black tire marks in its wake. I have no doubt that if I had been able to find a grippier piece of tarmac to reduce wheel slip, a 2.5-second run would have been achievable.

Chassis Changes

Photos Brad Anderson/Carscoops

Equally impressive as the way the RS e-tron GT Performance lurches forward is the new active suspension system. It builds upon the already remarkable setup of the old car, using technology similar to what’s found in the facelifted Porsche Taycan.

There’s trick air suspension working alongside two-valve dampers that eliminate the need for traditional anti-roll bars. In Comfort mode, the system is so advanced that it can actually lean the car into a corner, while in one of the RS modes, the suspension activates to eliminate even the slightest hint of body roll. Yes, despite the car weighing 2,330 kg (5,137 lbs), it has an uncanny ability to remain flat, even during high-speed slaloms.

I was offered my first taste of this system when I unlocked the car for the first time. As soon as I opened the driver’s door, the ride height quickly jumped up a couple of inches, making it easier to get in. When exiting, the same thing happens. It’s a neat party feature that can be disabled if owners prefer not to have it.

Read: Audi’s 2026 A5 And Q5 Fix One Of Its Most Annoying Interior Decisions

Presented with a mountain road, the car absolutely shines. Fitted with 265/35 front and 305/30 Bridgestone Potenza Sport tires, the RS e-tron GT Performance can speed through corners beyond what some potent sports cars can do, with very little fuss. It’d take a very brave soul to push this thing to its limits on the road, and it probably needs to be driven on a track to be fully appreciated.

As with before, the comfort is also superb. With the suspension in one of the softer settings, the e-tron GT soaks up bumps better than any other Audi, oftentimes making potholes and speed bumps feel almost non-existent. It honestly beggars belief how comfortable the car is on long journeys. An all-wheel steering system also ensures it’s easy to drive in tight urban areas and parking lots, reducing the risk of curbing those inevitably very expensive wheels.

All of the incredible performance comes at the expense of efficiency. Audi quotes efficiency of 21 kWh/100 km, and while I was able to match that figure, it’s slightly higher than the old car. But, just like you shouldn’t buy an Audi RS6 Avant expecting it to be fuel efficient, the Performance isn’t the type of EV you should buy if you want to eke out as much range as possible.

See: Audi Driver Hits 190 MPH On Public Road, Then Shows It To The Cops On TikTok

Critiquing the car’s handling is rather difficult. Some may find the steering to feel overly assisted and unnaturally sharp, but I grew accustomed to it very quickly.

One frustrating issue I experienced with the parking sensors is that they beep incessantly and loudly, as if you’re about to hit something, even when there are several inches of clearance. There were also a couple of occasions when the rear-cross traffic alert system was engaged while I was reverse parking, even though there was no risk of hitting anything.

Verdict

The e-tron GT remains the best EV that Audi currently produces, and the flagship RS e-tron GT Performance provides true supercar-levels of performance, making it one of the most engaging and enjoyable EVs to drive, too.

The additional performance Audi has added is extraordinary, but it comes at a cost. The old flagship started at AU$246,875 ($172,700), or more than AU$63,000 ($44,000) less than the new one. That’s a sizeable price hike, regardless of the changes made. If this new model follows the same depreciation curve as the pre-facelift model, it could be an absolute bargain in a few years.

Photos Brad Anderson/Carscoops

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With more than two decades of experience in transportation, Craig Lipps has become a bit of an unofficial troubleshooter or change agent for school transportation operations.

He led the transportation operation at Ravena-Coeymans-Selkirk Central School District in upstate New York for a couple years, where he helped the district save more than $400,000 annually by optimizing routes with the use of Transfinder solutions.

“In this business, we’re working for the success of kids. That’s the bottom line. You need the best tools to do that. I rely on Transfinder to stay a step ahead of everybody else.”

Then he went to nearby Guilderland Central School District (NY) where he saved the district $2.6 million annually, again with Transfinder’s award-winning solutions.

So how does Lipps do it? Here’s the backstory.

When Lipps arrived at Guilderland, he faced a daunting challenge: a transportation department struggling with inefficiencies, outdated software and ballooning costs. The district was financially upside down, contracting dozens of routes to outside providers while its own buses sat idle.

For Lipps, a veteran transportation leader, the solution was clear—modernize operations with Transfinder technology.

The Problem: Inefficiency and Overspending

Guilderland’s transportation system was riddled with inefficiencies. The district had 115 buses in its fleet but was operating only about 70, while paying contractors to handle 36 out-of-district routes.

“It was very costly,” Lipps recalled.

And it just didn’t make sense.

“They (Guilderland) have the equipment and the drivers,” he said, “so you don’t need to contract when you have equipment and drivers.”

The software in place when Lipps arrived was outdated, locally hosted and lacked the tools needed to identify inefficiencies or optimize routes. The data, he said, “was messy.”

A hands-on kind of leader, Lipps left the office to see for himself what was going on.

“I’d get out there in my own vehicle just to watch what was happening,” Lipps said. What he saw confirmed his suspicions: buses sitting idle for hours. “I’ll never forget the day I saw three yellow buses parked at Crossgates Mall.”

He was curious if there was a field trip at the mall.

“So, the next day I went there, the same three buses were sitting there. And the next day I went there. So, I checked the GPS system and, sure enough, those buses were sitting there every single day for more than an hour. I’m like, ‘Yeah, that’s a problem.’”

The Solution: Transfinder’s Suite of Tools

The software product the district was using didn’t provide the tools “to look and find opportunities or inefficiencies,” Lipps said, yet he knew the district needed a cloud-based, data-driven system to regain control.

When Lipps arrived, he put a spotlight on the issues – “The problem was bigger than anyone realized” – and the district moved quicker to Transfinder, a solution he knew well.

The first step was implementing Routefinder PLUS, Transfinder’s award-winning flagship routing solution. Lipps personally sat down with every driver to build routes in the new system. “I have a large TV in my office and we sat at a table and worked from the laptop and built their routes. They watched it unfold before them. They were intrigued by it, and it was cool.”

Accurate data from the student information system was imported, giving the district a clear picture of transportation needs.

Coupled with Transfinder’s field trip management solution Tripfinder, which streamlined field trip management, the district was well on its way to greater efficiency. Previously, trip requests were handled through PDFs—a cumbersome process that led to mistakes and wasted time. “Tripfinder was a no-brainer,” Lipps said. “It integrated seamlessly with Routefinder and eliminated the nightmare of managing trips manually.”

The Results: $2.6 Million Saved in One Year

By the end of the school year, Guilderland had saved an astonishing $2.6 million. “That was one school year—September to June,” Lipps emphasized. “And those savings will continue every year as long as they keep using the tools.

Learn more and read the rest of this transformational journey.

To learn more about Transfinder’s technology and support, email solutions@transfinder.com, visit www.transfinder.com/solutions or call 800-373-3609.

The views expressed are those of the content sponsor and do not reflect those of School Transportation News.

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