Industry professionals expressed a range of reactions in the wake of a National Congress of School Transportation vote in May that overwhelmingly rejected a provision to require LED lighting on many school bus exterior fixtures.

The vote was perplexing, some said, because LEDs are recognized as superior in visibility, energy efficiency, longer lifespan and flexibility compared to incandescent lights. With the NCST’s mission being to set safety standards, and only currently meeting every five years, delegates take the added proposals seriously. Editor’s note—The NCST Steering Committee is currently debating the frequency of NCST. A decision is expected this spring.

During the 17th NCST in Des Moines, Iowa, state transportation directors and industry professionals convened to determine new recommended specs and minimum standards across the industry. Forty-eight states were represented by a total of 265 delegates. North Dakota, New Hampshire and the District of Columbia were absent.

Proposal 25 to require LEDs on “all exterior body/chassis lighting with the exception of head/park/turn combination assemblies” failed by a vote of two in favor and 45 opposed. A Pennsylvania delegate disputed the proposal’s statement that it carried no financial impact. Delegates from several states asserted that including LEDs in specifications would beholden districts to the technology, even if future technology proves to be a better option.

Dave McDonald, executive vice president of business development and specifications compliance with Rosco Vision Systems, sat on the Body and Chassis Committee that vetted the proposal and approved it for a floor vote. He is among the committee members who think delegates who voted it down didn’t fully understand what the proposal sought to do.

He compared the LED proposal outcome to a defeated proposal for remote-controlled side mirrors, which he said are an OEM feature on 92 percent of new school buses.

“We look at remote control mirrors as being a safety necessity, not a convenience, because it only takes the driver to properly adjust them, rather than needing two people, one outside the bus adjusting it, and the driver sitting in the seat,” McDonald said. “Delegates looked at it as a state-to-state-to-state issue: ‘Don’t make it part of the national standard.’ The standard doesn’t say anything that you can’t have LED lights, but they leave it open for
the states to either adopt it or not. That was the biggest thing. The states, some of them, get very, very objectionable when it comes to being told what they have to do.”

However, McDonald said, it is important for people to understand how the NCST voting process works. “The NCST is the minimum standard … and then states can go beyond that. If it’s approved, it becomes a standard in every state that adopts the [National School Transportation Specifications and Procedures],” he said. “They can add to it, but they can’t take away from it. Some states will use it as a guideline, but they don’t fully adopt it. … But for the most part, states still control bus specifications for their particular state.”

Jim Haigh, the strategic account manager of school and transit for Safe Fleet, added that LEDs are just one type of light source. Vehicles today, he said, use incandescent lamps, quartz halogen and HID/Xenon, in addition to LEDs. “There are many other light sources currently in use and LED’s are not necessarily the most beneficial source of light for all applications,” he shared. “I believe that [delegates] didn’t want to lock themselves into one technology and prevent the use of emerging technologies in the future.”

Mike VerStrat, communications manager of Opti-Luxx, Inc., said NCST delegates are savvy enough to recognize that LED lighting is “already the de facto standard on new buses,” particularly because of the newer technology’s many advantages.

Brett Kuchciak, specification and compliance manager at First Light Safety Products in Winnipeg, Manitoba, Canada, said he and other manufacturer representatives at the NCST were “quite surprised by the big down vote,” especially because the Body and Chassis Committee thoroughly vetted various options and proposals.

“It’s interesting because a lot of people do think any decision they make at the national level is going to have a cost implication. Most of these decisions, regardless of cost implication, though, are for a justified reason, which in this case is safety,” he said.

Kuchciak said a Canadian Standards Association committee is working on standardizing LED lights under the voluntary CSA D250 standard. “Despite the NCST not going forward, we think it’s something beneficial for the safety of school buses,” he said.

McDonald and Kuchciak noted that some northern state fleet operators prefer incandescent exterior lights because their heat melts snow and ice. “It’s not something that’s widely seen as a benefit, but you’ll get the occasional shop guy who says that,” Kuchciak said. “Typically, though, something that gets hot on a school bus is not ideal. You’d rather have the safety factor of an LED light because before you leave the yard, you’re going to make sure the bus is clear and free of snow, anyway.”

VerStrat said some delegates’ hesitance to support Proposal 25, due to the belief that better technology could emerge, is “almost a sideways compliment to LEDs” because of their rapid adoption by the transportation industry. For example, fewer than eight percent of cars globally had LED headlamps in 2015, according to one industry estimate. Another survey indicated approximately 72 percent of autos were equipped with LEDs by 2023 with the number expected to rise to 75 percent by 2024.

Because the 2020 NCST was canceled, delegates really haven’t had an opportunity to address the issue until now despite their surge in use. “LEDs have rushed onto the forefront, so to speak, and I think that makes delegates say, ‘What else is coming? What’s the next thing?’” added VerStrat, noting there’s a need to give NCST delegates “a real understanding of what, if any, technologies are coming.”

McDonald, who has served on NCST writing committees since 2000, said the 2020 NCST cancellation created a log jam of proposals for consideration. While committees whittled down that backlog and this year’s delegates addressed many issues, “2030 will be an interesting one, because they’re still going to have some carryover items,” added McDonald, who retires from Rosco next month.

The creation of the emerging technologies writing committee will help in the future consideration of many issues, including innovations such as loading zone illumination.

What about some NCST delegates’ concerns that better technology will displace LEDs any time soon? “There’s not anything that you would remotely say is going to be a standard other than LEDs in the near future,” commented VerStrat. “There’s nothing that competes with the performance and reliability of LEDs right now.”

Kuchciak agreed and noted that First Light and industry peers are “trying to get the most out of the technology that’s available to make it as uniform, bright and efficient as possible.” He continued, “Technology is only going to continue to get more dialed in to provide a safer and more efficient lighting source. Constant improvements are happening in the industry. So, things are always getting better.”

Kyle Lawrence, lead mechanic for the Oakdale Joint Unified School District in California, said he wasn’t surprised the proposal was defeated because he thinks many industry professionals still undervalue the importance of lighting and visibility. Others, he added, are locked into long-held industry
beliefs. The safety value of LEDs goes beyond its increased visibility to include the reduced maintenance time that comes with its longer life. “It’s much better to have my techs spending their time on preventive maintenance that will keep the buses out of the shop. With LEDs, you’re not having a tech out there changing bulbs,” Lawrence said.

He warned against the shortsightedness of saving $30 upfront on a part only to spend an extra $300 in labor over the life of a bus to change what he deemed to be inferior lighting.

“Some bulbs can be quick, but some can be a drawn-out, two- or three-hour project because you have to keep taking off a whole bumper to change a light bulb that keeps burning out,” he said. “Our roads here at rural Oakdale are horrible, so anything that wiggles and jiggles either unscrews, falls out or decides it doesn’t want to work anymore. LEDs have a much better success rate.”

He also contrasted many LED lifetime warranties with those of incandescent bulbs. “Some of our after-market LED providers carry no-questions-asked warranties, so if we’ve got a seven-diode taillight that loses a couple diodes, we just take it off, put it back in the package, ship it to them, and they ship a new one,” Lawrence said. “If you play your cards right with the aftermarket industry, you’re only going to spend the money once.”

Most LED chips are manufactured in Asia, primarily China, and imports have been caught up in the on-again, off-again tariffs imposed by the Trump ad-
ministration to drive manufacturing to the U.S. Industry experts contend that is little to no chance that LED chips can be made in the U.S. at a competitive price.

Lawrence said LED lights are less expensive than 10 years ago, but tariffs and inflation have made them more expensive than five years ago. He said he foresees even better days ahead for the technology and the fleet management professionals who deploy it.

“It takes less energy to create light with LEDs, and I think the diodes and chips are progressively getting more reliable, have longer life and brighter
illumination,” he said. “If you’re not using LED, you’re shooting yourself in the foot and walking backwards with a limp.”

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Looking to the future, VerStrat predicted delegates will be able to return to the drawing board and draft a “win-win” proposal on LED exterior lighting. And with incandescent bulbs being used less, will a 2030 or sooner NCST look kindly at the next LED proposal? McDonald isn’t so sure.

“It’s like the mirrors. Ninety-two percent are remote controlled, but that proposal was defeated. We may end up with 90 percent of the buses with LEDs, but that doesn’t guarantee that the states are going to vote to make that the minimum standard,” McDonald said. “The minimum standard is the incandescent bulb. … That’s what it is because some states don’t want to spend the extra money on LEDs.”

Kuchciak said the price gap between incandescent lighting and LEDs will become less of a factor as more buses roll off the assembly line with the newer technology. But he also warned against the dangers of being overly cautious about adopting new technology.

“It’s important that we look at the NCST as a minimum standard. We’re slowing down progress by being concerned with it limiting things in the future,” he said. “If we have something outlined as a minimum standard, and it goes above and beyond, that is for these states to decide if that is something that they want to pursue within their state or whether the OEMs want to go above and beyond these minimum standards. We don’t want innovations to slowed just because we think something better is going to come out.”

Editor’s Note: As reprinted from the November 2025 issue of School Transportation News. 

The post Lighting the Way? appeared first on School Transportation News.

Colorado Springs School District 11 (D11), serves about 23,000 students in 58 schools, including 34 elementary schools. The district has had its share of challenges, with a shift in student population and a 40 percent drop in drivers since pre-Covid days.

The changes led Kevin McCafferty to seek a partner to come alongside him in addressing these and other issues. That partner is Transfinder and its suite of award-winning solutions, including Routefinder PLUS, Viewfinder, Infofinder i, GPS Connect, and more.

He looked at other vendors in the industry, and after a rigorous RFP process, the district picked Transfinder.

Two things made Transfinder stand out:

1. Its ability to get the district implemented in time for the fall 2025 opening; and
2. Transfinder’s flexibility. Another vendor just provided what McCafferty described as a “dissertation” on why a request to change stop times couldn’t be made.

“I thought, ‘Well, that’s odd. I’m a customer.”

He met with the other vendor many times and would ask for the ability to change stop times and he was continually rebuffed.

He asked: “Am I the only guy asking that question?”

The vendor responded: “No, we get that a lot.”

Transfinder delivered

After implementing Transfinder’s flagship Routefinder PLUS routing solution over the summer, McCafferty said school opening was smooth.

“I thought it was smooth,” he said. “I thought it was really good.”

After nearly two decades with Colorado Springs School District 11, McCafferty has seen it all—from driving buses to leading operations as the district’s Transportation Operations Manager. With a background in electrical engineering and a passion for problem-solving, McCafferty’s journey is one of adaptability, innovation, and a deep commitment to student success.

When Kevin first joined the district, it was a strategic move to settle in Colorado Springs.

“I needed a job and wanted to live in Colorado Springs,” he recalled. Starting as a bus driver, he quickly moved into technology support and eventually into operations management, where he has spent the last dozen or so years navigating the complex world of school transportation.

Over the years, the district has undergone significant changes. Once serving 35,000 students, enrollment has dropped to under 23,000. A demographic study revealed a common urban trend: an aging population and declining birth rates.

Transportation, naturally, has been deeply affected.

“One of the things we face is we do have less kids riding but we’re still covering the same ground,” said McCafferty. With about 115 buses and only 60 percent of the pre-COVID driver workforce, the department has had to become more efficient. This meant reducing stops, increasing walking distances, and combining routes—changes that haven’t always been popular but were necessary for survival.

In addition, the district’s new superintendent introduced “peak experiences,” including more field trips and specialized programs like cybersecurity and career technical education. These initiatives, while enriching, added midday transportation demands to an already stretched system.

“We’re just trying to survive getting kids to and from school,” McCafferty said, “and now we’re adding more requirements. “

To meet these demands, the district relies on three car service contractors. But McCafferty wanted a better way to manage transportation logistics. After years of using outdated or inflexible systems, the district made a pivotal switch to Transfinder in the summer of 2025.

The transition wasn’t without apprehension. McCafferty, who was officially retired, came out of retirement to help with the transition. He wasn’t onsite when the software was being launched, but he said the rollout exceeded expectations.

“It went very smooth—much smoother than I expected,” he said. “That doesn’t usually happen.” He likes the fact that all of Transfinder’s trainings with his team are recorded and can be easily accessed anytime.

McCafferty said Tripfinder also has helped the district manage field trips and he also likes Infofinder i, which allows parents and real estate agents to easily access school boundary and transportation information.

“I don’t know if I got any calls,” he said, a stark contrast to previous years. The ability to edit maps directly in Routefinder PLUS was another game-changer. McCafferty, who had previously made over 9,000 edits to a past map – yes, 9,000 edits – said he appreciates the control and immediacy Transfinder’s Routefinder PLUS offers.

Beyond praising Transfinder’s tools, he commended Transfinder’s customer service, calling it one of the company’s strongest assets.

McCafferty said he tried Transfinder’s Live Chat “to see how quick they really are. So. I found everything was very, very good. Everybody was very responsive. You can definitely use customer service as one of your high points.”

To learn more, visit www.transfinder.com/solutions, call 800-373-3609 or email solutions@transfinder.com.

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

The post Navigating Change: How Transfinder Transformed Student Transportation in Colorado Springs appeared first on School Transportation News.

The holiday season is upon us and that means automakers have rolled out an assortment of Christmas-themed campaigns such as Lexus’ December to Remember. These are easy to overlook, so it’s surprising that BMW decided to sneak a teaser in one of them.

The video begins with an advent calendar opening to reveal an assortment of models including the 7-Series. It then zooms in on December 24 and the box opens as question marks shoot out.

More: The iX3 Is BMW’s Neue Klasse Future Now With A Surprising Price Tag

We’re then shown a darkened silhouette of a mysterious vehicle. It’s hard to tell what’s being displayed, but the accompanying text gives us some clues. In particular, it notes the video shows the iX1 xDrive30, iX2 xDrive30, i4 M50 xDrive, i5 M60 xDrive Touring, and i7 xDrive60.

All five of them are electric, so it’s safe to assume the mystery model is as well. The vehicle also appears to be a crossover that recalls the new iX3.

We’re not sure what BMW has up their sleeve, but spy photographers have already snapped pictures of the iX3 M60. It’s expected to have a sport-tuned suspension and beefier brakes. We can also expect styling tweaks inside and out.

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Another possibility is the new i3. BMW has been teasing the car for months and the automaker could use Christmas Eve to share more details.

Another outside possibility is a glimpse at the upcoming iX5. It’s expected to debut next year and prototypes have already been spied on numerous occasions.

Still, the safest bet remains a new take on the iX3. In fact, when BMW introduced the iX3 50 xDrive in September, they said “further fully electric variants will follow, including a single-motor rear-wheel drive model.” The holiday clip may be the brand’s quiet way of saying that time is near.

H/T to BMW Blog

Mercedes unveiled the GLC EQ at the Munich Motor Show this fall, but that’s not the end of the story. Quite the opposite as spy photographers have now snapped the first pictures of what appears to be a new three-row variant.

Spied parked alongside the regular model, the seven-seat crossover has a familiar design that closely echoes its smaller counterpart. However, we can see a flatter roof, updated rear doors, and a unique rear end.

More: Star-Stricken Mercedes GLC EV Has A Grille Big Enough To Swallow A BMW iX3

The latter has been extended and features a more upright rear window. The camouflage also suggests larger third-quarter glass and a reimagined D-pillar.

Besides the special touches, the model has starry headlights and plastic body cladding. We can also see a familiar grille and rear light bar with circular elements.

Spy photographers didn’t get a look inside, but the model should have a 10.25-inch digital instrument cluster and a 14-inch infotainment system.

Buyers will also likely have the option to upgrade to the MBUX Superscreen, which adds a 14-inch front passenger display. If that isn’t enough screens, the available MBUX Hyperscreen features a 39.1-inch display that spans the width of the dashboard.

We can also expect a familiar powertrain that consists of a 94 kWh battery pack as well as a dual-motor all-wheel drive system developing 483 hp (360 kW / 490 PS) and 590 lb-ft (800 Nm) of torque.

This enables the regular model to accelerate from 0-62 mph (0-100 km/h) in 4.3 seconds, hit a top speed of 130 mph (210 km/h), and have a WLTP range of 418 miles (673 km).

The three-row crossover is believed to be designed for China. However, that’s not entirely certain as the model would make sense in a number of markets.

Baldauf

California has long been America’s champion of electric mobility, a place where environmental ideals and car culture somehow coexist on the same sun-baked freeway. For years, the state has rolled out incentives to get drivers into EVs, from tax credits to special lane privileges.

Chief among them was the right to glide past gridlock in carpool lanes, solo and smugly efficient. But that era has now come to a halt.

Read: California Won’t Replace $7,500 EV Tax Credit as Newsom Accuses GM of Selling Out

For more than 25 years, states have been free to decide whether EV drivers could use carpool lanes, spaces meant for vehicles carrying at least one passenger. California made its stance clear early on.

It offered qualifying motorists distinctive Clean Air Vehicle stickers, granting them unrestricted access to these faster lanes even when driving alone.

From Exemption to Enforcement

That all changed when the Trump administration declined to renew the federal authorization that supported the state’s exemption. The cutoff date was October 1, and once that law expired, so did the automatic right for solo EVs to cruise in carpool lanes.

The California Highway Patrol then gave motorists a 60-day grace period to adjust their driving habits and exit the carpool lanes. Starting from December 1, police can now issue a $490 fine.

That’s not great news for local EV owners. Some suspect that by pulling EV drivers out of carpool lanes, which often sit empty during peak morning and afternoon hours, traffic on some of California’s highways may get even worse.

“It’s a huge, huge bummer for EV enthusiasts,” the president of the Tesla Owners of Silicon Valley club, John Stringer told The Press Democrat. “It has been one of the things we’ve been able to enjoy for years. It was one of the reasons why I bought my first EV.”

Stringer estimates that his carpool access saved him about 20 minutes each way on his daily commute, time that now returns to the general traffic pool.

In September, Rep. Mark DeSaulnier revealed that he had been lobbying in Washington, D.C., on behalf of EV drivers, trying to extend the carpool privilege for another six years through a House Resolution. Despite the effort, the proposal stalled before reaching a vote.

Honda has released its sales figures for November, and the picture isn’t pretty. The company recorded US sales of 91,582 units, a notable decline of 16.8 percent compared to the same month last year, when it delivered 110,020 vehicles.

Despite the monthly slowdown, the company’s year-to-date total of 1,190,328 vehicles still reflects a modest 1.8 percent increase over the same period in 2024.

Also: Sales Of Honda’s Only American EV Soar 963%

Among Honda’s key nameplates, most saw declines in November, with only slight variation between them. The Accord recorded 10,613 sales in November, down 9.1 percent from 2024, while the Civic moved 17,353 units, a 5.5 percent decline. The Odyssey minivan had a rougher month, slipping 17.3 percent to 5,492 units.

SUVs and crossovers continued to shoulder most of the brand’s sales volume, led by the CR-V at 29,421 units and the HR-V at 10,821. Both posted notable drops of 14.5 percent and 14.1 percent respectively. The Pilot followed with a 27 percent decline to 9,234 units, and the Ridgeline pickup slid 15.4 percent to 3,352.

Unsurprisingly, the steepest fall came from Honda’s electric Prologue, which was caught in the aftermath of the federal EV tax credit shake-up at the end of September. Sales cratered by 86.8 percent, plunging from 6,823 units last November to just 903 this time around.

There was a glimmer of good news as the Passport surged (again) 50 percent to 4,363 units, standing out as the lone bright spot in an otherwise gloomy report.

A Quiet Start for a Comeback Coupe

That brings us to Honda’s newcomer, the Prelude, which officially entered the U.S. market last month. According to manufacturer data, 30 new buyers took delivery of the hybrid coupe after it went on sale around the third week of November.

No doubt, that figure will grow as production ramps up and imports arrive, so there’s little reason to draw conclusions just yet. Still, a heritage model like this tends to move quickly once stock builds up, though Honda’s pricing might slow that momentum.

The Prelude has made big waves since Honda admitted that it was returning. For the most part, that press has been good. In Japan, it was so popular among folks in their 50s and 60s that dealers had to pause taking orders for it. Of course, not all coverage of the car is so rosy. A starting MSRP of $43,195 (including destination) put it within $1,000 of a Nissan Z, which has the same number of seats and double the horsepower.

More: Delusional Honda Dealers Marking Up New Prelude To Over $60,000

Notably, Honda only offers the Prelude in a single trim with just about every desirable option already included. Prospective buyers can add around $10,000 worth of additional accessories, special wheels, and more. That said, the big draw for the Prelude, other than its name and styling, is performance in the fuel economy department. It can achieve up to 46 mpg in the city, 41 on the highway, and 44 combined.

Honda US Sales November 2025

$43,195 already seems like a lot of cash for such a niche car, but get this: dealer markups are only making things worse. Late last month, we told you about some dealers asking $60,000 or more for this car. One justified it with a “Protection Package & Market Adjustment” tag for $14,995. That type of pricing is almost certainly going to keep the rollout slow for the time being.

Of course, not every dealer will price the car that way. Plenty will sell it at MSRP or near there. The real question is how many buyers in the U.S. will be willing to buy it and join the first 30 owners.

John Halas contributed to this story.

Is the now 61-year-old gas-powered Mustang still relevant in 2025? American drivers clearly think so, judging by fresh sales figures. The pony car Ford has been building since the Beatles were still together is now going toe to toe with the company’s entire electric lineup in a race that’s closer than a Z28 vs Boss 302 quarter-mile grudge match.

Related: Someone Paid New Porsche 911 Money For A 1992 Mustang Still Wrapped In Plastic

According to Ford’s newly released November sales report, the gas-powered Mustang racked up 4,207 sales while Ford’s three EVs combined only reached 4,247. That is a margin of only forty cars.

Mustang sales exploded by 78.6 percent compared with the previous November’s stats, while the EVs lost almost as much ground.

What Happened to the EVs?

Mach-E plunged almost 50 percent to 3,014 units, the F 150 Lightning cratered 72 percent to just 1,006, and the poor E Transit dropped more than 80 percent to 227, figures no doubt deeply affected by the loss of federal tax credits, which expired at the end of September.

To be fair to the EVs, the comparison is more embarrassing in the short term than across the whole year. Year to date, Ford EVs have achieved 78,556 sales while the Mustang trails at 40,870.

Even so, the electric lineup is down 7.3 percent compared with the same period last year, while the Mustang held relatively steady, falling by a less worrying 1.6 percent.

But US drivers didn’t snub their noses at electrification entirely. Hybrid sales climbed 13.6 percent to 16,301 units in November and are up 19.4 percent to 206,497. That means Ford has sold three times as many hybrids so far during 2025 as it has EVs.

Any Bright Spots Beyond the Mustang?

Looking beyond the gas versus electrons drama, there were a few standout performers. Explorer lit up the SUV side with a huge 41.5 percent November gain and nearly 20,226 sales despite celebrating its sixth birthday this year.

The Ranger also punched well above its weight with a 35.8 percent jump as the midsize truck continues its comeback.

The Maverick is another star performer. Its sales are up 43.3 percent for the month and nearly 12 percent for the year. On the Lincoln side, things were less happy, with November brand sales dropping 12.3 percent, although the Navigator is up 42.9 percent in the first 11 months of 2025.

Ford and Lincoln sales 2025

Ford

Stellantis has publicly condemned two influencers after a viral video showed them dismantling parts of the new fully-electric Jeep Recon during the 2025 Los Angeles Auto Show. The clip, which spread quickly across social media, reopened the debate over how pre-production prototypes ought to be treated at auto shows.

The automaker explained that the show car mocked for its poor build quality was a hand-assembled pre-production prototype, not the finished model, describing the creators’ actions as “destructive.”

Online Outrage or Honest Critique?

The viral video, posted by an LA-based channel called “The Middle Lane,” has drawn more than 1.1 million views and 2,300 comments on TikTok since November 22. It reportedly appeared on YouTube and Instagram as well, though it has since been removed from both platforms.

More: Jeep’s $65,000 Recon Is Surprisingly Fast, But Can It Outrun The EV Slowdown?

The creators blasted the build quality of the latest Jeep, saying they expected better fit and finish for a vehicle with an MSRP of $65,000. They are shown removing and then reattaching plastic pieces from the Recon’s interior, including trim around the center console and above the digital instrument cluster.

They also zoom in on uneven gaps between materials on the door panels and wiggle the infotainment screen and passenger grab handle, saying they were simulating “off-road use.”

@themiddlelanes Jeep Recon Moab build quality… #laautoshow #tiktokcartalkcontest #electriccar #buildquality ♬ original sound – The Middle Lane

Stellantis Responds

In response, Stellantis released a statement: “The vehicle in question is a preproduction show car, built exclusively for reveals and events to highlight the design inspiration for the final product. These prototype units are typically hand-built and not intended to demonstrate final production, durability, quality, or integrity of materials.”

More: Jeep’s Latest Special Edition Honors A Classic Military Truck

Kaileen Connelly, Senior Vice President of North America Communications at Stellantis, added in an email to the Detroit Free Press: “The actions taken to disassemble the all-new Jeep Recon on display at the LA Auto Show were both destructive and unprofessional.”

What the Creators Say

The Detroit Free Press later spoke with Luke Miani, founder of “The Middle Lane,” who said they were surprised by the video’s reach and the conversation it triggered. According to Miani, their intention had simply been to share “thoughts on many different cars.”

Addressing Stellantis’ statement, he explained, “I want to push back on the claims of ‘destructive’ conduct as the video clearly shows the clips holding certain interior parts together were loose and the parts easily pop out by hand without damage.”

He added that he looks forward to seeing the production version of the Recon, hoping that “the build quality is indeed improved.”

How the Public Reacted

Reaction online has been mixed. Some commenters expressed disappointment with what they perceived as poor craftsmanship, placing blame on Stellantis. Others defended the automaker, noting that the vehicle was a pre-production demo unit brought to LA for the show and never intended for close physical inspection.

The story also gained traction on Reddit, where many users criticized the influencers for “unprofessionalism,” while others argued that automakers should be more discerning about who gets access to display cars.

One self-identified “interior trim engineer” commented that building pre-production models is “way different” from production, describing a process where “employees are working on a table with a drill and some screws” long before an assembly line is operational.

The electric 2026 Jeep Recon is scheduled to enter production in early 2026 at Stellantis’ Toluca plant in Mexico. Initial deliveries in North America are expected shortly after, with global rollout planned for the final quarter of the year. The first version, a Moab trim exclusive to the US and Canada, will start at $65,000, with more affordable variants to follow

Hongqi cars may be a common sight across China, but beyond its home market, the brand remains something of a mystery to most car buyers. That may soon change. China’s oldest and most luxurious automaker has set its sights on a sweeping European expansion, planning to introduce 15 electric and hybrid models and bring them to 25 markets by 2028.

Read: China’s Most Luxurious Brand Is Coming For Europe With 15 New Models And It’s A Red Flag

Like many of its Chinese peers, Hongqi sees global growth as essential, and Europe is high on the list. The brand’s plans, however, face a complicated landscape. The European Union has imposed heavy tariffs on Chinese-built electric vehicles, raising both costs and stakes.

In response, Hongqi is said to be exploring local production. Potential manufacturing sites are reportedly under consideration in southern Europe, eastern Europe, and the Nordic region. Building cars within the EU could soften tariff impacts and make logistics smoother, especially as the company works to establish itself in a new market.

Hongqi, a division of state-owned FAW, has sold just 771 vehicles in Europe through October, a modest figure compared with its home market reach. That number, though, may serve more as a baseline than a limit.

Its most significant newcomer is the EHS5, a mid-size electric SUV first shown at the Munich Motor Show. The model runs on an 85 kWh lithium-ion battery and offers a range of 342 miles (550 km).

European specifications haven’t yet been finalized, but in China the EHS5 comes in two versions: a 339 hp rear-wheel-drive model and a 610 hp all-wheel-drive setup. Until now, the EHS7 has been Hongqi’s top seller in Europe, but the new SUV could change that balance.

Pricing will be key to Hongqi’s success in Europe. Fellow Chinese brands, like MG, Chery, and BYD, have been steadily growing their sales across the region thanks to cut-price models.

FAW’s design chief, Giles Taylor, told Auto News that Hongqi’s government ties give it access to technology “at prices that you just wouldn’t believe.” That cost structure could be a powerful advantage.

“We can then leverage that pricing power whether it’s in domestic market or in Europe,” he said. “Do you really want to spend €5 for a Starbucks coffee when there’s a new little startup brand around the corner selling coffee for €1.50?”

Sources: Auto News

An RSU-13 school bus driver is on administrative leave following a collision with a student pedestrian who had just exited from his school bus and later died. The incident remains under investigation.

On Nov. 21 at around 2:20 p.m., Rockland Police and Rockland Maine Fire & Rescue EMS responded to a vehicle-pedestrian crash at an intersection. The Rockland Main Police Department noted that the incident involved an RSU-13 student who was struck by a school bus. The student was life-flighted to the hospital with life-threatening injuries. The student, identified by local media as 12-year-old Brayden Callahan, died Friday.

STN reached out to the Rockland Police Department for more information but had yet to hear back at his writing. Local media reported preliminary information from the police indicated that school bus driver Jeffery Colburn, 65, did not see the student. Articles add that Callahan had just exited the bus and was entering the crosswalk when Colburn pulled into the street.

Video footage reportedly shows that the crossing arm was not deployed at the time, the driver was leaning too far to the right in his seat, and that the bus first ran over Callaha  with the front passenger-side tire, then again with the two rear passenger-side tires.

RSU-13 Superintendent John McDonald said in a letter to parents Sunday the school bus that struck Callahan has been decommissioned and a substitute driver was assigned to pick up students on that particular route.

“We have been working with the [Maine] Department of Education on a plan to have a replacement bus in our fleet up and running soon, and we appreciate their quick response in supporting us in this effort,” McDonald said, adding that counselors were available on the route and at school.

Rockland Police Chief Carroll added in a Facebook post that the investigation will be time-consuming due to the nature of the crash and the number of passengers on board who witnessed the incident.

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Related: WATCH: Maine District Highlights Drivers for Love the Bus Month
Related: 6 Students Killed in Danger Zone, All by School Buses
Related: Louisiana Boy Waiting for School Bus Allegedly Killed by Impaired Grandmother
Related: 4-Year-Old Girl Killed After Being Struck by School Bus in New York

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“I also want to address the negativity, blaming and other rumors that inflame the emotions of everyone, doesn’t help with this process,” he wrote. “This is a time to grieve and support the family that has suffered a great loss. This is not the time to distract with other non-related things that have nothing to do with this tragedy itself.

“Let the investigation tell the story. Again, I assure you, we will complete a thorough investigation and provide a true series of events that lead to this horrific event,” he continued. “Recognize that we are all suffering. But in the end, let’s keep Brayden’s family in your prayers.”

This is a developing story. STN will provide an update as more information becomes available.

The post Maine Student Struck by School Bus Dies from Injuries appeared first on School Transportation News.

Kia’s effort to cover almost every EV base takes another big step forward in January with the debut of the smallest car in its electric family. We’ve already seen the EV2 in concept form at the beginning of this year, but 11 months on we’ll get to see how much of it has made the leap to the street.

The trending Korean brand didn’t reveal too much about the production version of its baby SUV this week beyond announcing its scheduled appearance at the Brussels Motor Show and confirming it will be built in Europe for its local clients.

Related: Kia’s Smallest EV Could Become One Of Its Most Thrilling Performance Models

But Kia did release three teaser images, and though the car is covered in a sheet in all of them, we can where the production EV2 differs from the concept unveiled at Kia EV Day 2025. The good news is the overall profile and chunky proportions are unchanged.

Small changes, same effect

We can see the squared-off nose, the kink in the waistline, the slightly sporty slope to the rear section of the roof and the spoiler at the top of the rear hatch. Those same details appeared on the EV2 concept, and though the production car’s DRLs, visible through the sheet, aren’t exactly the same, they’re close enough.

But it’s also easy to spot some major, and inevitable, departures. The front overhang looks longer, because concepts don’t need to meet crash regulations but road cars do, and there looks to be a conventional B-pillar too.

Kia

Kia promises the EV2 will feature “roomy, adjustable space,” but we’ll have to wait until January 9 to find out exactly what that means. By folding the rear seats and sliding the front bench backwards, passengers in the concept could relax, stretch their legs, and sit on the flat floor when parked.

AWD looks, FWD reality

Other details that won’t be uncovered until the debut include the power and range stats. But from what we know about Kia’s other affordable (sub-EV6) electric cars, we can be sure it will have 400- rather than 800-volt charging and despite its all-wheel drive styling, will feature a single motor acting on the front wheels even on sporty GT models.

The closely related Hyundai Inster has a choice of 39 kWh and 46 kWh batteries, is rated at 203-229 miles (327-369 km) of range and the biggest of its two available motors makes just 113 hp (114 PS / 84 kW). Let’s hope Kia’s version punches a little harder.

The EV2 will go on sale during 2026 and Kia is believed to be targeting a €30,000 (£26k / $35k) price to compete with other electric SUVs such as the Renault 4 E-Tech.

The images below are of the EV2 Concept revealed at Kia Day in February 2025.

Kia

Ford’s future product roadmap has gotten messy as the company has killed or delayed a number of upcoming models. Most of these have been fully electric as the automaker axed their three-row EVs and recently halted F-150 Lightning production – at least temporarily.

Amid this chaos, Ford isn’t throwing in the towel on EVs. Quite the opposite as the company is working on a mid-size truck that will be launched in 2027 and ride on the all-new Universal EV Platform. The latter will eventually underpin a “family of affordable vehicles.”

More: Ford Gives Taurus And Mondeo A Mustang Glow-Up For 2026

That family could include a rear-wheel drive, high-performance sedan that would be affordable. Ford CEO Jim Farley hinted at the car in a recently posted video, which was taken a few months ago at Monterey Car Week.

Return of the Sedan?

The executive didn’t say much about it, but implied the mysterious model has a clean silhouette as well as a “cool closure” system in the back, which enables it to carry a lot of stuff. This suggests the car could be a liftback sedan, which would broaden its appeal in the crossover era.

Little else is known about the vehicle, but Ford has been hinting at a Mustang sedan since 2022. The company also reportedly showed dealers a rendering in 2024 and this could presumably be what Farley is talking about.

Also: This Is An Official Ford Mustang Sedan Sketch And We Love It

While that remains unclear, the executive said “There’s definitely a market for sedans, a huge market.” However, he said their previous generations of sedans failed in America because they were built on European platforms to European standards. This resulted in expensive cars, which cost the company a lot of money.

Fusion Died So Bronco and Maverick Could Live

Farley went on to point out that the Bronco and Maverick never would have happened if they continued making the Fusion. As he explained, they took the money from cars to invest it elsewhere. This has proven to be a wise move and Ford has focused on the “sweet zone” with Broncos, Mustangs, and Raptors.

Elsewhere in the interview, Farley shared praise for the Xiaomi SU7. He also talked about his dream of doing an off-road supercar. 

We’ve covered the latter before, but in this interview he described it as a WRC [World Rally Championship] car for four people as well as something like a Raptor R without a pickup bed. He went on to say the model would be partially electric and have 1,000 hp (746 kW / 1,014 PS).

Of course, it’s all just a lot of talk at this point and Ford has been having problems executing their vision. Besides botched EV plans in America, the company’s European turnaround has stumbled with rebadged VWs. This is on top of 138 recalls and counting.

Maryland has long pitched itself as a leader in clean energy, aiming to put 1.1 million electric vehicles on its roads by 2030. As of October 2025, registration numbers are under 150,000, so the state is far from meeting its target or even its desired adoption rate.

Now, a new law is only going to make that goal harder to reach. That’s because it’ll likely reduce the number of available electric vehicle chargers across the state.

More: EV Charger Adapter Explodes Moments After Tesla Plugged In

Beginning on January 1, 2026, all public EV chargers in Maryland that accept any form of payment must register with the state’s Weights and Measures program. To do so will cost $150 per charging port annually.

For common four-port Level 2 installations, that’ll be a cool $600 a year in state fees. By comparison, Maryland charges just $20 per gasoline pump nozzle.

The Maryland Department of Agriculture, which oversees Weights and Measures enforcement, tells Planetizen that the fee will help cover inspection, verification, and compliance efforts.

According to officials, inspectors will begin visiting sites in January to confirm registration and ensure chargers clearly display required information, including rates and responsible service contacts.

Charging ports that aren’t registered in time will end up being taken offline with a stop-use notice and a big red tag. Repairs or adjustments on non-compliant equipment will require approval by a registered service agency. In other words, EV owners in Maryland might have to change where they charge.

Maryland’s idiotic $150/yr fee and EV charger inspection program rolls on, despite consumer, industry pushback https://t.co/yCxX1FWlyU

— Mark Lyon (@markhlyon) November 16, 2025

Who Pays the Price?

Independent operators and property owners who host chargers at apartments, condos, workplaces, hotels, or retail spaces have expressed concern over the change. They say the annual fee will impact the economics of maintaining the chargers they have that see lower usage rates.

Others argue that commercial fast-charging networks are better positioned to absorb the cost, while smaller charger hosts might end up having to take chargers offline to handle it.

State inspectors are expected to begin accuracy testing of electricity metering in spring 2026. New charging hardware installed after January will require certified compliance before being activated for public use. How this all shakes out will be something that only time can tell.

@SoundMoneyG more Maryland taxes. This time they're going after EVs. https://t.co/RnTpfnTc7s

— Dan Oh (@Misfit486) December 1, 2025

By 2030, Alpine plans to have seven electric models on the road, signaling a shift for the brand while still keeping room for drivers who prefer a more engaging experience. Among them will be a convertible built on the platform of the forthcoming fastback GT, currently referred to as the A310.

As we’re still quite some time away from seeing these new models in the market, details are limited. What we do know is that the A310 will initially hit the market as a four-door fastback, followed by a convertible version.

Given today’s market realities, it’s safe to assume the droptop will come as a two-door, since four-door convertibles have all but vanished.

Read: Alpine’s New A290 Rallye Throws Mud And Sparks At $70K

The fastback is expected to closely follow the design of the new Alpine A390. The sleek crossover has beautifully flowing bodywork, cutting an athletic figure on the road. Its aggressive looks, particularly the sharp front-end, would look excellent in a low-slung fastback package.

It’s possible that the same tri-motor system as the A390 could be used, which includes a single motor at the front axle and two at the rear, delivering 396 hp in the GT model and 463 hp in the GT3.

Alpine’s New Electric Sports Car

Then there’s Alpine’s second new electric convertible. It will be based on the second-generation A110, expected to arrive next year. Unlike the outgoing model, this new one will also have a futuristic design similar to the A390. The roadster will be sold alongside the standard coupe model, according to Autocar.

As with the A310, little is known about the A110’s powertrain. Alpine presented an all-electric version of the current model, equipped with a 60 kWh battery and a rear-mounted electric motor with 239 hp and 221 lb-ft (300 Nm) of torque.

While those specs are somewhat promising, we’d expect the new model to hit the market with a larger pack and more power.

Source: Autocar

UK-based Helix has already built a reputation in the industry for giving the world’s wildest EVs their punch. You might not recognize its name, but you’ll have seen its work if you’ve watched a McMurtry Spéirling, Lotus Evija, or Aston Martin Valkyrie swallow up the horizon on a YouTube video.

Also: McMurtry Speirling Smashes Top Gear Lap Record, Beats F1 Car

Now Helix is working with Californian startup Astro Mechanica on an engine concept that claims it can make supersonic passenger air travel viable again.

What’s The Idea?

Astro Mechanica is chasing what the late, great Concorde never could. It wants long-range supersonic aircraft that are efficient enough for everyday use.

To make that possible, the company has built a propulsion system called Duality. It is an adaptive hybrid electric setup that uses both a gas turbine and electric drive to shift personalities depending on speed.

At takeoff, it behaves like a turbofan. At lower supersonic speeds, it behaves like a turbojet. When things get seriously quick, it transforms into something closer to a ramjet.

That flexibility is meant to solve the problem that killed commercial supersonic air travel in the first place. The engines were great at going very fast but not great at everything else, and gobbled up a ton of fuel.

Power Behind The Concept

The current fourth-generation Duality prototype uses four Helix SPX242-94 electric motors. Each produces up to 536 hp (544 PS / 400 kW) of peak power. They drive the two-stage compressor of the propulsor unit and can run continuously at 402 hp (408 PS / 300 kilowatts).

But custom-designed radial flux motors for the fifth generation of Astro Mechanica’s propulsion system are also in development, these ones pumping out up to 1,274 hp (1,292 PS / 950 kW) of peak muscle for extreme-altitude flying.

The company is targeting a first flight in three years and commercial operations within a decade. If it takes until 2035 and Astro Mechanica is the first to offer supersonic air travel, we’ll have waited 32 years since Concorde was retired to see a passenger airplane break the sound barrier.

Helix/Astro Mechanica, McMurty, Lotus

Malaysian automaker Perodua has taken its first serious step into electrification with the launch of the QV-E, short for Quest for Visionary Electric Vehicle.

This subcompact crossover marks the brand’s first zero-emission model and comes with a subscription-based battery plan that trims the headline price, though it’s a hollow saving since you can’t drive an electric car without the very component you’re leasing.

More: This Country Can’t Stop Snatching High-End Cars And Exotics Off Its Streets

The QV-E also holds a unique distinction as Malaysia’s first domestically developed electric car. Rival Proton’s e.MAS 7 SUV and e.MAS 5 hatchback are rebadged versions of Geely models, while Perodua has invested heavily in building something original. Development began in 2023, with research and engineering work totaling 800 million ringgit (around $194 million).

Everything started with a scale model of the EMO (Electric Motion Online) concept in May 2023, followed by the EMO-I hatchback mule a year later and the EMO-II crossover concept that surfaced in December 2024. By May 2025, the design had matured into a running prototype, giving the public its first clear look at what would eventually become the production QV-E.

Compact Footprint, Coupe-SUV Looks

Perodua

At 4,170 mm (164.2 inches) long and sitting on a 2,680 mm (105.5-inch) wheelbase, the QV-E blends compact dimensions with a sport-leaning stance. Its front end features sharp split LED headlights, a contoured hood, and muscular fenders.

The silhouette bears some resemblance to the previous-generation Toyota C-HR and the current Nissan Juke, particularly around the windowline. The front door handles are flush with the bodywork, while the rear ones are hidden on the C-pillars.

More: Dodge Won’t Sell You One, So A Tiny Automaker Made This Hemi V8 Coupe

Moving to the rear, the sloping roof meets a full-width light bar and integrated diffuser. The crossover rolls on 18-inch alloy wheels and comes in only two shades for now: Ice Blue and Caviar Gray.

Plain Interior

Inside, the dashboard plays it safe, leaning more toward functional than inspiring. A pair of 10.25-inch screens, one for infotainment, the other for instruments, cover the basics without breaking new ground.

The floating center console, ambient lighting, and aluminum-look trim do their best to lift the mood, though the overall impression still feels more cost-conscious than cutting-edge. Safety is well covered with six airbags and a full ADAS suite.

A Single Powertrain Option

The Perodua QV-E sits on a modular platform developed with assistance from Magna Steyr. Power comes from a single electric motor rated at 201 hp (150 kW / 204 PS) and 285 Nm (210 lb-ft) of torque, driving the front wheels for a 0–100 km/h (0–62 mph) time of 7.5 seconds.

The lithium iron phosphate battery, supplied by China’s CATL, has a capacity of 52.5 kWh and claims up to 445 km (276 miles) of range under the optimistic NEDC cycle. The catch, of course, is that this essential piece of hardware isn’t actually included in the car’s price.

Buy The Car, Lease The Battery

The Perodua QV-E starts from 80,000 ringgit (equal to $19,400 at current exchange rates), but owners will have to pay an additional 275 ringgit ($67) per month for the battery as part of a nine-year lease contract.

Perodua CEO Zainal Abidin Ahmad says the Battery-as-a-Service (BaaS) model ensures “a lifetime guarantee on the battery for our customers’ peace of mind,” calling it a way to reduce ownership anxiety often tied to electric vehicles.

Production is set to take place locally in Malaysia, starting with 500 units per month before ramping up to 3,000 by the third quarter of 2026. Bloomberg reports that Perodua aims for 50 percent local parts content by early 2026, rising to 70 percent by 2030.

Electric vehicle adoption in Malaysia continues to gather pace, with the government targeting EVs to make up 15 percent of new car sales by the end of the decade.

Tesla may be battling slumping sales across the US, Europe, and China this year, but there’s one corner of the world where Elon Musk can still hang the “Mission Accomplished” banner without irony.

Also: BYD Sold Nearly Three Times As Many Cars As Tesla In Europe

In Norway, the EV-obsessed Nordic nation, Tesla has secured its most impressive bragging right of 2025 with a near 35 percent sales lift year-to-date.

Tesla Broke a Long-Standing Record

The US electric vehicle brand is pulling in buyers so hard that it has sold more cars in the first 11 months of this year than any automaker has ever managed in an entire 12-month period in Norwegian history.

According to fresh registration data from OFV, the country’s official vehicle registry, Tesla moved 28,606 cars from January through November, blowing past Volkswagen’s long-standing record of 26,575 set back in 2016.

November alone saw a stunning 6,215 new Teslas hit the road, nearly triple last year’s tally, as Norwegians rushed to dealerships ahead of a scheduled EV tax hike landing on January 1.

Norway at one time exempted all EVs from tax in an effort to boost take-up, and even after a circa-$50k cap was introduced, most low- and mid-ranking Model 3s and Ys were below the threshold and still avoided the duty. But that limit is set to be lowered again next year and will scoop up Tesla’s most popular EVs.

The most popular of those in Norway right now is the Model Y, which remains the country’s favorite crossover even after a brief sales dip early in the year. Once the long-awaited refresh arrived in Q2, the Y rebounded strongly.

Norway’s Relentless EV March

But even drivers who are turned off by CEO Elon Musk and the Tesla brand are still loving electric power. An incredible 98.3 percent of all new cars sold last month were fully electric, Reuters reports, keeping Norway on track for its goal of ending new combustion-engine sales entirely in 2025.

VW grew its sales by almost 50 percent YTD and Kia by an incredible 153 percent, but neither gets close to Tesla’s market share.

And yet, Norway’s Tesla boom stands in stark contrast to the company’s global reputation for 2025. Worldwide deliveries are expected to fall 7 percent, consultancy Visible Alpha says, and US sales dropped 24 percent in October, having enjoyed a brief 18 percent rise in September as buyers tried to get into an EV before the federal tax credit program ended.

Norway EV Sales 2025

OFV

Advancements in battery innovation are transforming both mobility and energy systems alike, according to Kurt Kelty, vice president of battery, propulsion, and sustainability at General Motors (GM). At the MIT Energy Initiative (MITEI) Fall Colloquium, Kelty explored how GM is bringing next-generation battery technologies from lab to commercialization, driving American battery innovation forward. The colloquium is part of the ongoing MITEI Presents: Advancing the Energy Transition speaker series.

At GM, Kelty’s team is primarily focused on three things: first, improving affordability to get more electric vehicles (EVs) on the road. “How do you drive down the cost?” Kelty asked the audience. “It's the batteries. The batteries make up about 30 percent of the cost of the vehicle.” Second, his team strives to improve battery performance, including charging speed and energy density. Third, they are working on localizing the supply chain. “We've got to build up our resilience and our independence here in North America, so we're not relying on materials coming from China,” Kelty explained.

To aid their efforts, resources are being poured into the virtualization space, significantly cutting down on time dedicated to research and development. Now, Kelty’s team can do modeling up front using artificial intelligence, reducing what previously would have taken months to a couple of days.

“If you want to modify … the nickel content ever so slightly, we can very quickly model: ‘OK, how’s that going to affect the energy density? The safety? How’s that going to affect the charge capability?’” said Kelty. “We can look at that at the cell level, then the pack level, then the vehicle level.”

Kelty revealed that they have found a solution that addresses affordability, accessibility, and commercialization: lithium manganese-rich (LMR) batteries. Previously, the industry looked to reduce costs by lowering the amount of cobalt in batteries by adding greater amounts of nickel. These high-nickel batteries are in most cars on the road in the United States due to their high range. LMR batteries, though, take things a step further by reducing the amount of nickel and adding more manganese, which drives the cost of batteries down even further while maintaining range.

Lithium-iron-phosphate (LFP) batteries are the chemistry of choice in China, known for low cost, high cycle life, and high safety. With LMR batteries, the cost is comparable to LFP with a range that is closer to high-nickel. “That’s what’s really a breakthrough,” said Kelty.

LMR batteries are not new, but there have been challenges to adopting them, according to Kelty. “People knew about it, but they didn’t know how to commercialize it. They didn’t know how to make it work in an EV,” he explained. Now that GM has figured out commercialization, they will be the first to market these batteries in their EVs in 2028.

Kelty also expressed excitement over the use of vehicle-to-grid technologies in the future. Using a bidirectional charger with a two-way flow of energy, EVs could charge, but also send power from their batteries back to the electrical grid. This would allow customers to charge “their vehicles at night when the electricity prices are really low, and they can discharge it during the day when electricity rates are really high,” he said.

In addition to working in the transportation sector, GM is exploring ways to extend their battery expertise into applications in grid-scale energy storage. “It’s a big market right now, but it’s growing very quickly because of the data center growth,” said Kelty.

When looking to the future of battery manufacturing and EVs in the United States, Kelty remains optimistic: “we’ve got the technology here to make it happen. We’ve always had the innovation here. Now, we’re getting more and more of the manufacturing. We’re getting that all together. We’ve got just tremendous opportunity here that I’m hopeful we’re going to be able to take advantage of and really build a massive battery industry here.”

This speaker series highlights energy experts and leaders at the forefront of the scientific, technological, and policy solutions needed to transform our energy systems. Visit MITEI’s Events page for more information on this and additional events.

© Photo: Gretchen Ertl

Humans and livestock make up 95% of the world’s mammal biomass; wild mammals are just 5%.<br><br><a href="https://ourworldindata.org/wild-mammals-birds-biomass"><img src="https://ourworldindata.org/cdn-cgi/imagedelivery/qLq-8BTgXU8yG0N6HnOy8g/b86e8e53-9470-425a-0c59-7529f31e6200/w=1024"/></a>

A new study has just delivered some reassuring news for anyone who has ever wondered whether sitting on top of a massive battery pack might quietly turn them into a human antenna. Electric cars, it turns out, aren’t the stealth radiation chambers some might imagine.

Germany’s ADAC auto club recently took a deep dive into electromagnetic fields in electric cars and found that drivers and passengers are exposed to very low levels of radiation.

Related: You Might Want To Keep Your Car Windows Closed While Charging

In fact, the results show that EVs are no more dangerous than any other modern vehicle and in some cases they actually give off less electromagnetic – or “electrosmog” – activity than cars with combustion engines.

What Did They Test?

The study was commissioned by Germany’s Federal Office for Radiation Protection. It involved testing eleven electric cars along with a couple of hybrids and one conventional gasoline model.

Engineers from ADAC placed ten probes into a seat dummy and moved it through at least two seating positions while the vehicles were driven and charged. They wanted to know how strong the magnetic fields get under realistic conditions and whether any of them approach the thresholds that scientists consider risky.

During the on-road testing, the team observed a few brief spikes in magnetic field strength during hard acceleration and braking or when electrical components were activated. These peaks, though, are nothing unusual in a car that relies on high voltage circuitry and electric motors.

What the Numbers Show

According to ADAC, the electric fields and current densities that would actually arise in a human body under those conditions remained well below the recommended limits.

And the higher values were measured in the footwell, not near the head. In other words, there is nothing happening inside the cabin that would trouble your cells, your nerves, or your pacemaker.

One surprising finding came from a feature many of us use without a second thought. Heated seats produce some of the strongest electromagnetic readings, and this was true not only in electric cars but also in plug in hybrids and even the lone combustion model in the study.

Even then, however, the numbers were far from dangerous. The most noticeable variations happened in the footwell near the electric drive units and their cabling while the head and torso area barely registered anything at all.

Does Charging Change Anything?

Charging did not make much difference either. AC charging created stronger readings around the plug at the moment the session began yet these levels also fell safely inside all guidelines. And despite its higher power output, DC fast charging produced weaker fields than the slower AC charging.

Sources: ADAC