Mazda has copped some flak for its slow introduction of any compelling EVs, but with the EZ-6 and EZ-60 it finally has a pair of sleek ones in its range. It’s now confirmed that its first new EV will be built at its existing Hofu 2 assembly plant in Japan from 2027, but unlike some other rivals, Mazda won’t need to establish a dedicated EV line to make it happen.

The automaker has a flexible new production process that will enable its EVs to be manufactured on the same line as its existing PHEV, hybrid, gas, and diesel-powered models. This will help slash investment costs by 85% compared to establishing a separate EV line, and also reduce production lead time by 80%.

Read: Mazda’s New Pure Electric SUV Has Spilled Its Secrets

The Hofu H2 site currently produces the CX-60, CX-70, CX-80, and CX-90. It no longer uses fixed conveyors; instead, it utilizes flat pallet platforms that slide across the factory floor. Automatic guided vehicles are then used to transport a vehicle’s powertrain and guide it into place, regardless of whether that vehicle is a PHEV, a diesel, or an EV.

This flexible setup also means Mazda only needs seven days to extend a production line, whereas it previously took six weeks.

Mazda is also adopting a lean asset strategy that will enable it to maximize the utilization of its existing production facilities. According to the managing executive officer in charge of production engineering at the Hofu 2 factory, Taketo Hironaka, Mazda will keep capacity utilization at the factory near 100%. The flexibility will also allow it to quickly adjust production levels of hybrids and EVs should demand for EVs ever temporarily slump or spike.

“Doing mixed production means our BEV ratio will change according to customer demand at a given time,” Hironaka told Auto News. “We may see a BEV ratio of 100 percent, or it could be 0 percent. We have been able to build such a flexible production system this time. For a small player like us, we think using our production lines 100 percent by employing mixed production is a smart way to go. Under our lean asset strategy, we will maximize the use of our existing production facilities to ride out the initial stages of shift to electrification.”

China’s booming EV market isn’t short on drama, and with new models launching at breakneck speed, it’s hard to keep up. One of the latest arrivals poised to shake things up is the refreshed Xpeng P7, which looks ready to challenge the wildly popular Xiaomi SU7. Recently uncovered in official photos from the Chinese Ministry of Industry and Information Technology, the P7 has now been showcased in new photos and also spotted on the road with two flamboyant wraps.

Xpeng is expected to officially launch the P7 in the third quarter of this year, giving it enough time to iron out any kinks the new car may have. The automaker has left no stone unturned in overhauling the design of the updated P7, so much so that it barely resembles the outgoing model. Whether or not that’s a good thing will be up to the market to decide.

Read: Xpeng’s New Sports Sedan Packs More Power Than Expected

Clearly, Xpeng wants to make a statement with the new car. One prototype recently spotted on the streets by Weibo users features a mirror chrome wrap that extends not only across the bodywork but also to the rear window and wheels. A second prototype snapped on the road has a matte purple wrap and also rocks aerodynamic wheel covers.

While we doubt Xpeng will actually sell the P7 with exterior finishes like this, we wouldn’t put it past the brand. The outgoing P7 ‘Wing Edition’ is offered in a bright shade of green, akin to what you’d expect to find from the color palette of an exotic brand like Lamborghini.

Bright colors aren’t the only exotic car influences of the new P7. It will come equipped with Lamborghini-inspired scissor doors, though it’s not clear yet if these will be offered on all trims or only the flagship model. Additionally, recent photos have shown that the wing mirrors and front air vents can be optioned with a forged carbon fiber design. Whether that’s real carbon or just an aesthetic wrap hasn’t been confirmed, but it does add some extra visual flair to the EV.

The updated P7 isn’t just about show. It brings performance upgrades too. Entry-level models will come with a 363 hp rear-mounted motor, while the dual-motor version adds another 223 hp up front. That gives the all-wheel-drive variant a healthy 586 hp, which should make for some genuinely quick launches.

Buyers won’t have to wait long to see it up close. The P7 is expected to make its official debut at the Guangzhou Auto Show on November 20.

BMW’s X-family isn’t done evolving just yet. While the current lineup still feels relatively fresh, beyond the upcoming iX3, new generations of the X5, X6 and X7 are already coming into focus, bringing with them a broader mix of powertrains, fresh tech, and a few surprises aimed squarely at the electrified future.

Spy photographers have caught the redesigned X5 on multiple occasions and now new details are starting to emerge about the crossover. It’s scheduled to go into production in August of 2026 and be offered with an assortment of powertrains.

More: BMW’s Second-Gen X7 Is Surprisingly Familiar And Very Different All At Once

According to WardsAuto, the fifth-generation model (G65) will ride on the familiar CLAR platform, but adopt several features from Neue Klasse vehicles. That’s a wise move considering a fully electric iX5 will join the lineup, which will also consist of gas, diesel, plug-in hybrid, and hydrogen powertrains.

According to the publication, the iX5 will have an advanced powertrain that has a 20% higher energy density as well as a 30% increase in range and charging speed compared to the “current technology used by BMW.” The crossover is also said to have a 40% reduction in energy loss, hinting at a huge efficiency boost.

SHProshots

The second-generation X7 (G67) is slated to follow in 2027 and should largely echo its smaller counterpart. However, it could be far sportier as the report says there will be an iX7 M70 with more than 800 hp (597 kW / 811 PS). It could eventually be joined by an Alpina variant packing around 900 hp (671 kW / 913 PS).

Despite modest sales, a new X6 (G66) is also planned and it’s rumored to spawn an electric iX6 in 2028. Little is known about the crossover coupe, but it should follow in the footsteps of the X5.

All three models are slated to be built in America thanks, in part, to a $1 billion investment in Spartanburg, South Carolina as well as a $700 million investment in a nearby battery plant.

Baldauf

When tech collides with the real world, the consequences are rarely theoretical. In late 2023, a tragic accident happened in Arizona. Of 40,901 traffic fatalities that year, it was unique. It was the only one that involved a pedestrian and a Tesla reportedly running on Full Self-Driving (Supervised) mode. Now, as Tesla begins its Robotaxi launch in Austin, it’s raising questions about safety now and in the future.

The accident happened in November of that year when Johna Story, a 71-year-old grandmother, was pulled over on the interstate. She was stopped in an effort to help others who had already been in an earlier accident. Video from the Tesla shows that the roadway leading up to the crash was obscured by direct sunlight on the horizon.

More: Dodge Says Charger Daytona’s Unintended Acceleration Is A Feature Not A Bug

That said, the video obtained by Bloomberg of the crash does show warning signs that something was wrong. While the roadway is impossible to see, the car in the right lane slows down. Other vehicles are parked on the right shoulder. A bystander was waving their hands for traffic to slow down.

Before he knew it, Tesla driver Karl Stock was veering left, then back toward the road before hitting a parked Toyota 4Runner and Story head-on. She passed away at the scene. “Sorry everything happened so fast,” Stock wrote in a witness statement for police. “There were cars stopped in front of me and by the time I saw them, I had no place to go to avoid them.”

Notably, Bloomberg claims that FSD was engaged at the time of the accident. “He [Stock] had engaged what the carmaker calls Full Self-Driving, or FSD,” the report claims. This isn’t substantiated by the police report. Neither the reporting officers nor Stock mentions FSD, Autopilot, or any sort of cruise control or autonomous system. That said, it’s possible that the publication gained access to the non-public NHTSA crash report and that more data is available there.

Vision Vs. Lidar & Radar

Ultimately, crashes like this highlight what seems like the most obvious concern for Tesla’s FSD. Vision-based systems aren’t wildly dissimilar from the way that humans perceive the road. That means that when humans struggle to see the roadway ahead, as is the case with bright sunlight on the horizon, or in smoke-filled or foggy conditions, vision-based systems can struggle too.

As mentioned, it seems unclear when exactly FSD was engaged and when it wasn’t. That said, even if the system disengaged in time for Stock to avoid the crash, it’s unclear how he would’ve seen what was coming to do so. In fact, this crash and others like it, albeit without additional fatalities, led the NHTSA to kick off an investigation into FSD that is still ongoing.

“A Tesla vehicle experienced a crash after entering an area of reduced roadway visibility conditions with FSD -Beta or FSD -Supervised (collectively, FSD) engaged. In these crashes, the reduced roadway visibility arose from conditions such as sun glare, fog, or airborne dust,” the investigation called out.

On the flip side, systems that rely on radar or lidar can ‘see’ beyond fog, light glare, and smoke. They can pick up on obstacles that vision-based systems sometimes have real trouble with. In this case, a lidar-equipped system could’ve potentially alerted Stock to the stopped obstacles. That doesn’t make them perfect.

Cruise famously shut down after billions worth of investment because of crashes. Those cars all used radar and lidar and still failed. All of that said, it’s still a bit of a wonder as to why Tesla and its CEO, Elon Musk, are so staunch in their use of vision-only systems. Only time will tell if that changes.

The Robot Elephant In The Room

We might learn sooner rather than later whether or not Tesla sticks with its vision-only system. The automaker is already testing robotaxis and driverless cars and is set to expand that this month in Austin, Texas. Musk has promised that the program will expand throughout the year and that Level 5 autonomous driving is coming soon.

Of course, Tesla has continually improved FSD over the years. It’s a dramatically more capable system than it was in 2023 but it still has some major issues. Just a few weeks ago, a Tesla, reportedly with FSD engaged, crashed on an open road with no obstacles, no visual queues, or any other explicable reasoning. We’ve yet to confirm the details, but in the video, the car literally drove off of the road and into a tree at around 55 mph. These two crashes are things that Tesla’s Robotaxis cannot do if the automaker ever wants them to be mainstream. For now, there’s little more to do than to wait and see what happens.

Tesla’s Take

The automaker is famous for its lack of a PR department [until it really wants to get a message out]. That said, it does sometimes speak about why it continues to push for Autopilot and FSD usage among its customers.

Two years ago, when it recalled over a million cars, it said, “We at Tesla believe that we have a moral obligation to continue improving our already best-in-class safety systems. At the same time, we also believe it is morally indefensible not to make these systems available to a wider set of consumers, given the incontrovertible data that shows it is saving lives and preventing injury.”

While Tesla is notoriously opaque about the safety data it gathers, it does claim that its cars are safer on average than human drivers. Since third parties don’t have full access to that data to validate it, it’s hard to simply accept those claims. Nevertheless, if they’re accurate, Tesla has a point. At the end of the day, nobody in this equation wants to risk lives. The question is, which route is the safest, not just in the future, but right now?

Lead image Bloomberg/YouTube

Summer is just around the corner, and while that’s good news for many, the bad news is that price hikes across most major car brands are also seemingly just around the corner. Thankfully, Costco is once again rolling out limited-time discounts on select Chevrolet, Cadillac, and GMC models, offering savings of up to $1,250 for members.

The Costco Auto Program is meant to simplify car buying by sidestepping dealership haggling and offering fixed discounts to members. Between June 3 and July 31, Gold Star and Business members can shave $1,000 off eligible models. Executive members get a slightly larger discount of up to $1,250.

Read: Costco Offers Up To $2,000 Off New Audis

To benefit, members need to visit the Costco website, register their details, select their preferred model, and then be sent a savings certificate with a unique promo code. Shoppers will then get the discount when they present this certificate at any of the dealers from the three brands. But not all models are eligible.

At Chevrolet, the $1,000 and $1,250 discounts are available for the Colorado, Silverado EV, Blazer EV, and Equinox EV. There are also savings valued at up to $3,000 for the Chevrolet BrightDrop 400 and BrightDrop 600 delivery vans, but only businesses are expected to purchase them.

Over at GMC, the Sierra EV, Hummer EV Pickup, and Hummer EV SUV are the three models available with the new Costco incentives. Then there’s Cadillac, where only the all-electric Optiq and Vistiq are eligible. Importantly, the Costco savings can be stacked with any other incentive a buyer may be eligible for.

For those thinking about signing up for Costco just to take advantage of this offer, the timing won’t work out. Eligibility requires an active membership as of June 2, so new sign-ups won’t be able to use the discount this time around.

Drivers may love the promise of hands-free, mind-at-ease driving, but not all advanced driver assistance systems are created equal. Tesla has long marketed its vehicles as tech-forward and autonomous-ready, but fresh data from Euro NCAP tells a different story, especially when it comes to how clearly the system communicates with drivers.

More: Chinese SUV Beats Porsche Macan To Become Euro NCAP’s Safest EV In 2024

The Model S earned just 30% in Assistance Competence, a category where even smaller and more affordable EVs outperformed it. For comparison, the Kia EV3 scored 74% and the Renault 5 managed 73%. Both vehicles cost significantly less and make fewer promises about automation.

Euro NCAP’s Assisted Driving Grading program is built to evaluate how safely and responsibly automakers implement partially automated features. The scoring system weighs two key areas: Assistance Competence, which looks at how well the system communicates with the driver, and Safety Backup, which assesses how the car handles actual safety interventions, such as collision avoidance.

In the most recent round of testing, both the Tesla Model S and the Volvo EX30 received a “Moderate” rating, an underwhelming result for two companies that lean heavily on safety and tech in their marketing.

Tesla’s Language Problem

Tesla’s latest Autopilot system in the Model S did deliver a strong 94% score for Safety Backup, but its poor Assistance Competence score pulled the overall rating down. Euro NCAP cited the misleading “Autopilot” branding and promotional language, which they say overstates the system’s capabilities and can mislead drivers into overestimating how autonomous the system really is.

“Tesla is misleading consumers about their Autopilot system’s capabilities simply through its name and marketing, which could have potential safety implications,” said the organization. “A well-designed system will co-operate with the driver, appropriately inform about the level of assistance, and ultimately offer crash avoidance in critical situations; otherwise, it may introduce additional risks.”

Another problem noted by the testers is that the steering input of the Model S is resistant to a driver attempting to override it, and when they do, it automatically disengages.

“The name ‘Autopilot’ of Tesla’s system, as well as its promotional material, all suggest full automation, which is deemed inappropriate by Euro NCAP and led to a downgrade in their score,” said Euro NCAP. “Additionally, unlike the Porsche, its steering input is resistant to a driver attempting to override it, and when the driver does, the system automatically disengages, limiting its usefulness.”

EuroNCAP

As for the Pilot Assist system fitted on the Volvo EX30, it scored 72% for Safety Backup and 62% for Assistance Competence. The main reason for the relatively low scores is that the driver has to take their eyes off the road in order to check the system alerts on the centrally mounted touchscreen. Furthermore, the driving assistance systems were found not to disengage, even after repeated hands-off alerts.

Other vehicles in this round had mixed showings. The MG ZS also landed in the “Moderate” category, while the Mazda CX-80 and the Chinese XPeng G9 fared better with “Good” ratings.

The Pleasant Surprises

More encouraging results came from four models that earned a “Very Good” rating. The Porsche Macan’s, using its InnoDrive system with Active Lane Keeping, scored 92% for Safety Backup and 85% for Assistance Competence, the highest in this round. Euro NCAP praised the clarity of its status displays and the transparency of its promotional materials.

More: The Brands With The Most 5-Star Safety Ratings Over The Last 10 Years

Other good performers with intuitive systems included the facelifted Toyota bZ4X crossover and the Kia EV3 small SUV. Finally, the Active Driver Assist package of the Renault 5 electric supermini impressed Euro NCAP’s testers, who praised it for “demonstrating how assisted driving systems can perform just as well on more affordable cars”.

Adriano Palao, ADAS Technical Manager at Euro NCAP, said: “The safe operation of Assisted Driving systems can only be achieved if consumers clearly understand their role as drivers, know how to operate the system, and are aware of its limitation…A well-designed system will cooperate with the driver, appropriately inform about the level of assistance, and ultimately offer crash avoidance in critical situations; otherwise, it may introduce additional risks.”

Below you can find the scores of all nine models that participated in this testing phase.

EURO NCAP ASSISTED DRIVING 2025 TEST RATINGS

EV sales might not have caught alight in the way automakers hoped, but news of another shipping fire reminds us that electric cars sure are combustible. The cargo ship was on its way from Asia to North America when a fire broke out forcing the crew to abandon the vessel in the middle of the Pacific ocean, leaving thousands of brand new cars onboard.

Also: The Shipping World Isn’t Ready For The Risk EVs Pose, Here’s Why

The Morning Midas departed China for Mexico on May 26, carrying roughly 3,000 vehicles, including around 800 electric cars. But eight days into its 19-day voyage, just after midnight UTC (7:00 p.m. EST) on June 3, smoke was spotted billowing from one of the decks. UK-based shipowner Zodiac Maritime has since confirmed that the fire originated in the section of the vessel carrying electric vehicles.

Firefighting Efforts Failed to Contain the Blaze

“The crew immediately initiated emergency firefighting procedures using the vessel’s onboard fire-suppression systems,” said Zodiac Maritime, the car-carrier’s owner, per Lloyd’s List. “However, despite their efforts, the situation could not be brought under control.”

After contacting the US coast guard the 22-man crew decided to abandon ship, jumping into the lifeboat, after which they were picked up by a nearby merchant ship. With the fire still burning at the time of writing the condition of the thousands of cars still onboard is unknown.

This is far from the first time a boat carrying EVs has caught fire at sea. Three years ago another ship, this one loaded with 4,000 cars, including Porsche, Bentley and Lamborghini models went up in flames in the Atlantic. Attempts were made to tow the Felicity Ace to safety but after burning for two weeks the boat capsized and sank near the Azores.

All 22 crew were also saved on that occasion, but VW Group said the Insurance company was looking at a $155 million bill to replace the lost cars. Lamborghini even restarted production of the discontinued Aventador to replace a customer’s car lost in the accident.

Some shipping companies, such as Norway’s Havila Kystruten, now refuse to carry electric vehicles, judging the risk factor too high. But with EVs set to eventually take over the car market those vehicles are going to have to get from one side of the world somehow, and shipping them is the only realistic method.

We couldn’t find any footage of the 18-year-old Morning Midas on fire, but this YouTube clip shows what it looked like in better times.

Photos: U.S. Coast Guard courtesy of Air Station Kodiak

If there’s any company you can trust to design a beautiful car, it’s Pininfarina. The Italian company has a rich history of designing some of the most stunning cars ever conceived, the most notable among them being some gorgeous Ferraris, and back in early 2019, it unveiled its own model.

Sharing its underpinnings with the Rimac Nevera, the “final edition” Pininfarina Battista is perhaps the most gorgeous hypercar of our time. Yet, just when we didn’t think it could look any better, Pininfarina has unveiled the latest and finest one-of-one named the Novantacinquem, described as the final edition of the line.

Showcased at the Museo Nazionale dell’Automobile in Turin in late May, this special commission of the Battista was conceived to celebrate the 95th anniversary of the company. The bodywork is finished in spectacular red-tinted carbon fiber, contrasted with several areas painted in PURA Vision Gold, including the underside of the rear wing and pin stripes running down the sides of the car.

Read: Michael Jordan Revealed As Owner Of One-Off Pininfarina Battista Targamerica

The one-off also rocks a special Novantacinque script on the rear wing and has several ‘95’ logos across the exterior. It sits on polished wheels with black detailing that are shod in Michelin Pilot Sport Cup 2 tires.

Plenty of unique touches have also been made to the interior. The seats are trimmed in a mixture of black leather and black Alcantara, complete with black and gold stitching. There are also Alcantara-appointed knee pads that have the ‘95’ logo in gold, loads of exposed satin carbon fiber and aluminum parts, and several elements anodized in gold and black.

Like all other Battistas, this one has a 120 kWh battery pack and four electric motors that combine to produce 1,900 hp and 1,696 lb-ft (2,300 Nm) of torque. This monstrous output allows it to hit 100 km/h (62 mph) in just 1.89 seconds.

“The Battista Novantacinque represents the pinnacle of bespoke luxury and performance,” Pininfarina chief executive Paulo Dellachà described. “It is a tribute to Pininfarina’s past, present, and future – a timeless masterpiece created to honor 95 years of design excellence. It is only befitting that the Novantacinque is the final expression of the Battista line.”

Production of the Battista, which is capped at just 150 units worldwide, will end later this year.

The Federal Emergency Management Agency has a long history of failing to help those who need assistance the most after disasters. Biden-era changes meant to fix some of those problems now face an uncertain future.

(Image credit: Noah Berger)

Whether it was her history making win in 2017.

Or the history she made as only the second woman elected to lead a country to give birth while IN office.

Or her decision to step away from power after leading New Zealand through crisis after crisis.

Jacinda Ardern could never be described as a TYPICAL politician. But perhaps the most norm-busting feature of her time as Prime Minister was her rejection of the old ways of leadership.

Now as she reflects on her time as Prime Minister of New Zealand Ardern is emphasizing the need to lead with kindness and empathy.

For sponsor-free episodes of Consider This, sign up for Consider This+ via Apple Podcasts or at plus.npr.org.

Email us at considerthis@npr.org.

(Image credit: Maya Dehlin Spach)

Digitalization is rapidly expanding, driven by growth in AI and data centers. The IEA’s recently published report, Energy and AI, sounds the alarm...

The post The Next Wave of Advanced Chip Packaging Innovation appeared first on Cleantech Group.

Besides thanking the various individuals involved in putting together the 17th National Congress on School Transportation last month in Des Moines, Iowa, and providing copies of the proceedings to the National Highway Traffic Safety Administration and other organizations, resolutions focused on increased safety and data keeping.

The most time-sensitive resolution is No. 6, which requests clarification on FMVSS 213a and 213b final rules related to the performance and use of child safety restraint systems (CSRS). NCST submitted the resolution to the National Highway Traffic Safety Administration immediately. It notes that the school transportation industry takes great pride in providing the safest form of transportation available and that preschool and special needs transportation are a sizable component of the industry.

The resolution states the importance of further engaging NHTSA “to ensure children requiring securement based on age and weight are carried safely and securely, child safety restraint systems are attached to the seatback to ensure a secure fit for the child. It is believed that there are approximately 310,000 to 335,000 [child safety restraint systems] specifically designed for school buses on the road.”

NHTSA is currently accepting comments for a notice of proposed rulemaking initiated as a result of the final rules for FMVSS 213a and 213b that would exempt CSRS from side-impact protection requirements and lower anchorage attachment requirements (due to being designed for school buses specifically). The NPRM also states that the CRABI-12MO test dummy is no longer being used to test forward-facing CSRS for side impact, and that labels on school bus CRSs will also be updated to reflect their installation method, versus referencing vehicle belts or child restraint anchorage systems.

The NPRM also seeks to delay the implementation of FMVSS 213a and 213b to Dec. 5, 2026 from June 30, 2025, giving more time to manufacturers to test and certify their products.

Submit a Federal Register public comment on Docket NHTSA-2025-0046 by June 30.

Resolution 1 expressed appreciation to Patrick McManamon for serving as NCST Chair from 2015 to 2024. He stepped down as chair earlier this year citing professional and personal reasons.

 

Resolution 3 recognized the following individuals for serving as on-site officials and for their dedication and service to NCST.

 

– Mike LaRocco, conference chair

– Charlie Hood, on-site chair

– Susan Miller, on-site coordinator

– Lori Wille, editor

– Laura Meade, parliamentarian

– Rene Dawson & Reginald White, timekeepers

– Samantha Kobussen, National School Transportation Specifications and Procedures artwork

– Zander Press, printer

– Ronna Weber and NASDPTS leadership for “making the Congress a success in the manner it was organized and concluded.”

However, the NCST resolution asks NHTSA if CSRS specifically designed for school buses — such as the IMMI Star, BESI ProTech, and HSM Portable Child Restraint — are exempt from the side-impact requirements under FMVSS 213a, as of the effective date of June 30. If they are not exempt, NCST questioned if devices manufactured prior to June 30 will remain permissible for continued use beyond the implementation deadline. The resolution also asks, in the event the specified CSRS are not exempt and in consideration of maintaining a high standard of safety, what alternative CSRS models or types would be deemed acceptable for continued use on school buses.

The resolution seeks clarification from NHTSA if it will be issuing any additional guidance or initiating rulemaking specifically addressing the use and approval of CSRSs for school bus applications prior to the June 30 effective date. It also asks NHTSA if it will be updating the curriculum for the Child Passenger Safety on School Buses training courses to reflect the forthcoming changes, particularly those involving add-on school bus securement systems.

“The NCST respectfully urges NHTSA to provide a formal response and guidance at the earliest possible opportunity, mindful of the June, 30, 2025 implementation date to support informed decision-making, training readiness, and procurement planning by school transportation providers nationwide,” the resolution states.

NHTSA mandates transportation equipment design and safety performance requirements but does not regulate use. States establish requirements for each type of CSRS based on a child’s age and weight as well as the vehicle. NHTSA did publish Guideline for the Safe Transportation of Pre-school Age Children in School Buses, which essentially recommends using CSRS for the appropriate weight and height of children and following CSRS manufacturer installation instructions. That guideline, which is not binding for states, came out in February 1999 and no updates have been made since.

Additionally, the NHTSA-sponsored Child Passenger Safety on School Buses, taught at TSD Conference, is also best-practice guidance and not a regulation. It was already updated in 2023 by the National Safety Council. The organization develops and maintains the curriculum. The NHTSA website also includes a School Bus Safety page that links to more information on the eight-hour, hands-on securement training.

Meanwhile, Resolution 2 referenced a March 2024 School Transportation News article that identified a student passenger reporting challenge that indicates school bus ridership is disappearing. The Editor’s Take column by Ryan Gray noted that the National Household Travel Survey (NHTS) sponsored by the Federal Highway Administration indicates the number of students transported nationwide by the yellow school bus is about one-third less than the figure used by the industry.

The resolution recognizes the need to develop a standardized reporting system for collecting school bus ridership data and “requests the interim steering committee of the 18th NCST to appoint a focus group to research and develop recommendations for standardization of data collection relative to ridership on school bus and make periodic reports to the Interim Committee.”

Data collection for the 2024 survey is expected to be completed this fall.

Resolution 5 “encourages transportation professionals to plan bus stops that are not in proximity to known registered sexual offenders when made aware, when possible. Training programs should be provided to all transportation personnel on recognizing and reporting suspected or known human trafficking.”

The resolution states that the NCST is aware of the safety concerns associated with sexual predators and offenders as well as human trafficking, noting an increase these crimes occurring across the U.S.

All NCST resolution proposals presented to the state delegations passed.

Related: Invest in Child Safety Restraint Training Today, Reap Benefits Tomorrow
Related: NHTSA Denial of Built-in School Bus Booster Seats Won’t Impact Industry
Related: Legalities of Transporting Students with Special Needs Focus of Day 3

The post NHTSA Rulemaking at Heart of NCST Resolutions Focused on Safety appeared first on School Transportation News.

A group of Manheim Township School District students were recognized for helping their school bus driver, who passed out while driving, reported WGAL 8.

The incident reportedly occurred May 7, when school bus driver Mikel Tiedeken was dropping off students.

Tristan Dibbs, a student that witnessed the incident, told local news reporters that  Tiedeken walked toward the stairs of the bus while swaying a little bit to the left and right. In a matter of seconds, Tiedeken fell down the stairs at the front of the bus, scaring the students.

Two students, who were not identified in this writing, called 911 while others tried to figure out what to do next.

Eighth grader Jose Martinez told local news reporters that everyone started to help him. Tenth grader Isabella Gonzalez, who was near the front of the bus, also stated that she tried her best to help and get Tiedeken up from the bottom of the stairs.

According to the article, Tiedeken is okay. His doctor said he suffered a reaction to  new medication.

Tiedeken told reporters that the experience filled his heart in a new way and that he was humbled by the immediate action the students took to help him.

Brightbill Transportation, which reportedly runs busing for the district, provided pizza for the students. The teens also received certificates of recognition from the district.

Related: Minnesota Student Radios Help After School Bus Driver Suffer Medical Emergency
Related: Wisconsin Teen Grabs Wheel of School Bus After Driver Passes Out
Related: Massachusetts School Bus Driver Crashes into Trees Due to Medical Emergency
Related: Iowa Students Help School Bus Driver During Medical Episode

The post Pennsylvania Students Help School BUs Driver After He Passes Out appeared first on School Transportation News.

AVON, Ohio – The commercial vehicle landscape has transformed dramatically since 1930, when the Bendix-Westinghouse Automotive Air Brake Company opened its doors. Yet through it all, the mission of the company, now known as Bendix Commercial Vehicle Systems LLC (Bendix), has remained strikingly consistent: deliver the technologies, services, value, and support that help keep fleets safe, vehicles on the road, and communities strong.

Now, as Bendix marks its 95th anniversary, the company reflects not only on a legacy of engineering leadership, but also on the people, partnerships, and purpose-driven values that continue to shape its future.

“Bendix has always stood at the intersection of innovation and responsibility,” said Piotr Sroka, Bendix president, chief executive officer, and chief operating officer. “Our products help fleets navigate today’s roadways, and our workforce powers solutions for tomorrow. Whether it’s next-generation braking technologies, energy efficiency, or educational partnerships, our story has been one of constant progress and we’re honored to celebrate 95 years with so many colleagues, customers, and community partners along the way.”

Founded in 1930 and originally based in Wilmerding, Pennsylvania, Bendix has played a central role in shaping commercial vehicle safety across North America. The company moved its headquarters to Northeast Ohio in 1941, where it remains today. Since 2002, Bendix has operated as a proud part of Munich, Germany-based Knorr-Bremse – the global leader in braking systems for rail and commercial vehicles. Since becoming a part of Knorr-Bremse, the company has grown threefold and employs a workforce of over 3,600 across North America.

A Legacy of Safety
For nearly a century, Bendix has helped shape commercial vehicle safety in North America. From the first air brake valves to today’s advanced driver assistance systems (ADAS), Bendix technologies have evolved in step with – and very often ahead of – industry needs.

That forward momentum continues with two of the company’s most important recent innovations: Global Scalable Brake Control (GSBC®) and Global Scalable Air Treatment (GSAT®). Built on a modular global architecture, GSBC and GSAT are designed to support the transition to electric and highly automated vehicles while delivering immediate value in today’s market.

The two technologies are being produced at Bendix’s new Plant 4 in its Acuña, Mexico, operation. A state-of-the-art, 185,000 square-foot facility equipped with advanced automation and strict environmental controls, Plant 4 features some of the most sophisticated manufacturing processes in the Bendix network.

“GSBC and GSAT represent the best of our approach representing strong global collaboration and combining decades of proven product knowledge,” Sroka said. “And as we build them on lines developed from a global Knorr-Bremse design, we’re strengthening our ability to serve both North American and international markets.”

As the commercial vehicle market moves toward broader adoption of electronic braking systems (EBS), Bendix continues to develop platform-ready solutions that support smoother, more responsive braking and enable the next generation of safety and automation capabilities.

Building for the Future
Bendix’s ability to innovate is deeply rooted in the strength and diversity of its manufacturing and engineering footprint. Across its growing network of North American operations, the company continues to invest in advanced capabilities, sustainable infrastructure, and high-performing teams.

Acuña, Mexico – With three manufacturing plants and a logistics center, Acuña is one of the largest and most complex operations in the Knorr-Bremse global network. The site produces Bendix® air dryers, antilock braking systems (ABS), compressors, actuators, valves, and other technologies – and now houses the production of the company’s next-generation GSBC and GSAT platforms.

Avon, Ohio – The company’s North American headquarters, opened in late 2021, is home to engineering, R&D, sales, marketing, and business functions. The LEED Silver-certified facility reflects Bendix’s commitment to collaboration, flexibility, and sustainable design.

Bowling Green, Kentucky – A center of excellence for wheel-end technologies, the Bowling Green operation manufactures the Bendix ADB22X air disc brake and other foundation brake components. It spans over 430,000 square feet and is recognized for its quality and workplace safety performance.

Huntington, Indiana – Bendix’s Indiana site has evolved into a multifaceted campus, supporting manufacturing, remanufacturing, modules, electronics assembly, and distribution. A major upgrade to its primary state-of-the-art distribution center is underway, with completion expected in late 2025. The site also recently centralized its vibration damper production, moves that improve material flow, increase capacity, and prepare for future automation and expansion.

Monterrey, Mexico – The Bendix Technical Center in Monterrey is a growing research and development hub focused on ADAS technologies, software, and customer engineering support. The site also serves as one of four strategically placed global support centers for Knorr-Bremse in areas such as finance and human resources to help increase overall productivity and efficiency.

Progress Through Sustainability

Sustainability is more than a priority at Bendix – it’s a strategic emphasis. In 2024, the company:

·Diverted over 99% of waste from landfills

·Achieved Zero Waste to Landfill certification at nine locations plus the Avon HQ

·Reduced energy use by more than 17.6 million kilowatt-hours since 2020

·Expanded its solar energy portfolio to include four arrays across Huntington and Acuña

·Surpassed its U.S. Department of Energy Better Climate Challenge goal six years ahead of schedule

These efforts build on a long-standing commitment to environmental responsibility. Since first launching its waste and energy reduction programs more than a decade ago, Bendix has pursued a deliberate strategy to reduce its environmental footprint while aligning with evolving industry expectations and global sustainability frameworks.

“Across every Bendix location, our teams are finding new ways to cut emissions, reduce energy use, and close waste loops,” said Maria Gutierrez, senior director, Environmental, Social, and Governance (ESG). “These aren’t abstract goals, they’re concrete actions driven by employee commitment and backed by measurable results.”

From plastic-free cafeterias to Green Teams and Earth Day events, Bendix is embedding sustainability into the day-to-day rhythm of its operations. EV charging, solar power, composting, and LEED principles are just a few of the ways Bendix is translating values into progress.

A Deep Commitment to Community

Bendix’s impact extends far beyond factory walls. In 2024, the company and its employees:

·Contributed more than 11,000 volunteer hours

·Donated over $1 million in grants, sponsorships, and matching funds

·Supported nearly 500 projects through the employee-led Get Involved! grant program

·Partnered with Knorr-Bremse Global Care North America (KBGCNA) – the North American philanthropic arm of Knorr Bremse – to provide long-term community support

Guided by a focus on education, environment, health, and social cohesion, Bendix Local Care teams supported initiatives ranging from STEM camps in Acuña and Monterrey to Habitat for Humanity home builds in Huntington and Avon. Employee Resource Groups (ERGs) – such as Women@Bendix; Bendix Patriots, supporting active and retired military employees and family members; and EnAbles, an ERG focused on increasing awareness and meeting the needs of disabled employees and caregivers of the disabled/aged through education and resources, organized fundraising events, donation drives, and community programs to expand impact even more.

Over the last half-decade, total volunteer engagement has increased by more than 30%, reflecting a deepening culture of service throughout the organization. These activities are supported by employee-led teams, dedicated program funding, and long-term partnerships with local organizations.

“Service is at the heart of who we are,” Gutierrez said. “Whether mentoring students, planting community gardens, or rolling up sleeves at food banks, our employees lead by example – and that makes all the difference.”

Looking Ahead to 100 Years and Beyond

As Bendix turns 95, the path forward is clear: continue advancing technologies that help make roads safer and support fleet performance; and operate more sustainably as a company.

The company’s role within Knorr-Bremse also strengthens its ability to transfer knowledge, standardize advanced technologies, and deliver scalable solutions that meet diverse market requirements.

Through close collaboration with OEMs, fleets, suppliers, and Knorr-Bremse, Bendix remains positioned to help lead the transformation of the industry.

“We’re exceptionally proud of what we’ve built over 95 years,” Sroka said. “But what drives us is the future – and the chance to help shape it. That means listening to our customers, investing in our people, strengthening our communities, and building on a legacy that’s just getting started.”

About Bendix Commercial Vehicle Systems LLC
Bendix Commercial Vehicle Systems, a member of Knorr-Bremse, develops and supplies leading-edge active safety technologies, energy management solutions, and air brake charging and control systems and components under the Bendix brand name for medium- and heavy-duty trucks, tractors, trailers, buses, and other commercial vehicles throughout North America. An industry pioneer, employing more than 3,600 people, Bendix is driven to deliver the best solutions for improved vehicle safety, performance, and overall operating cost. Contact us at 1-800-AIR-BRAKE (1-800-247-2725) or visit bendix.com. Stay connected and informed through Bendix expert podcasts, blog posts, videos, and other resources at knowledge dock.com. Follow Bendix on X, formerly known as Twitter, at https://x.com/Bendix_CVS. Log on and learn from the Bendix experts at brake-school.com. And to learn more about career opportunities at Bendix, visit bendix.com/careers.

The post Bendix Turns 95 – A Legacy of Safety, a Future of Innovation appeared first on School Transportation News.

For most folks, a car that accelerates on its own is a dangerous proposition. Just ask Toyota — those unintended acceleration headlines weren’t exactly a PR dream. According to Stellantis, though, that’s a meticulously engineered safety feature. It just happens to be one that we haven’t really heard about before today.

In fact, it only entered the spotlight after Edmunds experienced the issue firsthand with its Dodge Charger Daytona long-term tester, which began picking up speed without the driver’s input.

More: Watch This Tesla’s FSD Do What It Definitely Wasn’t Supposed To Do Without Crashing

To put things lightly, the launch of the Charger Daytona hasn’t gone as well as Stellantis might have hoped. That said, it’s still a vehicle worthy of testing and reviewing, and that’s why Edmunds has one. What they likely never expected was that it would speed up on its own one day.

An Unexpected Moment

According to the tester who was behind the wheel at the time, things went sideways almost immediately:

“I was pulling out onto a thoroughfare street from a strip mall parking lot when warning lights appeared on the Charger’s instrument panel for the stability control, frontal collision warning system, regenerative braking, and more. There was also a short-lived message — it might have been something about the forward collision warning system — and that the car would be in low power mode. This wasn’t good. I could tell something was wrong because the car accelerated sluggishly.

Once up to speed, the Charger did the thing we’re all here to talk about. It kept accelerating even after the driver lifted their foot off of the pedal. That’s weird in any car, but even stranger in an EV, where regenerative braking usually slows the car down faster than in a combustion car.

According to the driver, this wasn’t rapid acceleration, but more akin to the speed one typically gains in an automatic car when letting off of the brakes from a dead stop. Except, rather than only being capable of picking up a little speed, it managed to add around one mile per hour each second that the brakes weren’t applied. That said, the brakes did work, albeit with more force necessary (according to the driver) than normal.

“I let the car accelerate by itself as a test. It reached about 45 mph before I had to apply the brakes again for another stop sign. That was enough. Using the time-tested fix for all things tech. I pulled off onto a side street from the stop sign and parked. Fortunately, the acceleration stopped when I put the transmission in Park.”

For its part, Stellantis says that this is the way it’s designed, but we’ll circle back to that. First, it’s important to point out that Edmunds isn’t alone. Thomas Hundal over at The Autopian compiled a list of similar instances documented online.

That included one complaint directly to the NHTSA, where a driver claimed that the car sped up even after they were off the accelerator. They finished their complaint with an important detail. “I regained control using the brake alone.” When confronted with this evidence, Stellantis responded, and the statement it gave was a whopper.

All Of This Is Intentional, Says Stellantis

Here’s the statement in full before we break it down a little.

“In the rare event of an accelerator pedal fault, Stellantis has implemented a ‘drive-by-brake’ safety feature, which allows the driver to control speed through the brake pedal. In this instance, the feature worked as intended, and the driver was able to safely maneuver the vehicle off the road. This feature has been in Stellaris internal combustion engine vehicles for many years and has been carried over to battery electric vehicles.”

That’s right, folks, nothing to see here. “The feature worked as intended.” This is especially gobsmacking because the car doesn’t tell the driver what is happening. It doesn’t alert drivers to, you know, drive via the brake pedal. Of course, many electric cars now feature one pedal driving, but those ones use active regenerative braking to slow down when no input is provided.

It seems that the Charger Daytona is fitted with technology that does the exact opposite. It’s worth noting that while Stellantis says this is a feature carried over from combustion cars, we can’t find any examples of it. There’s no mention of it in past press releases, owner’s manuals, or any other documentation we’ve checked up until now, though we’re still digging, and if anything turns up, we’ll update the story.

For now, at least, several outlets are trying to get the word out to Charger Daytona owners that if their cars accelerate when they don’t expect it, it’s totally normal. Honestly, this doesn’t sound like a totally terrible feature so long as owners know what to expect and when to expect it. We’ve reached out to Stellantis in hopes of learning more about the situation. If we hear back, we’ll update you here. 

The Polestar 4 debuted over two years ago, but the model has finally gone on sale in the United States. However, customers still have a wait ahead of them as production for US-bound models won’t begin in South Korea until this summer. The electric crossover, which replaces the rear windshield with digital cameras, will arrive in America sometime this fall.

Pricing starts at $56,400 for the entry-level Long Range Single Motor. It comes nicely equipped with LED lighting units, rain-sensing wipers, flush-mounted door handles, and 20-inch wheels. They’re joined by a panoramic glass roof and a power liftgate.

Review: We Drove The Polestar 4 And It Wants To Change Your Mind On EVs

Moving inside, drivers will find a 10.2-inch digital instrument cluster and a 15.4-inch infotainment system. Other highlights include a wireless smartphone charger, a dual-zone climate control system, and power heated front seats wrapped in MicroTech upholstery. Customers will also find an eight-speaker audio system and up to 54.2 cubic feet (1,535 liters) of cargo space.

The Polestar 4 comes with a long list of standard driver assistance systems including Adaptive Cruise Control, Pilot Assist, and Lane Change Assist, The model also has Forward Collision Warning, Cross Traffic Alert, Blind Spot Information, and a 360° camera system – just to name a few.

Buyers looking for more luxury can upgrade to the Plus Pack, which features a lightly revised exterior with an illuminated Polestar logo and auto-dimming side mirrors. Bigger changes occur inside as there’s a heated steering wheel, fancier front seats, and rear seats with heating and power recline. The mid-level variant also sports a tri-zone climate control system, a head-up display, and a 12-speaker Harman Kardon premium audio system.

Speaking of options, dual motor variants can be equipped with a Performance Pack that adds 22-inch wheels and a Brembo braking system with Swedish Gold calipers. The package is also notable for having unique chassis tuning, summer performance tires, and golden seat belts.

2026 POLESTAR 4 US PRICING

Rear-wheel drive variants have a rear-mounted motor developing 272 hp (203 kW / 276 PS) and 253 lb-ft (343 Nm) of torque. It’s powered by a 100 kWh battery pack, which delivers an estimated combined range of 300 miles (483 km).

The dual-motor all-wheel drive crossover packs 544 hp (406 kW / 552 PS) and 506 lb-ft of torque, which lowers the 0-60 mph (0-96 km/h) time from 6.9 to 3.7 seconds. However, range takes a hit as these models can only travel an estimated 270 miles (435 km).

Canada Also Opens The Order

Polestar Canada has also begun accepting orders of the new EV and deliveries are slated for this fall. Pricing starts at $64,900 CAD and the model appears virtually identical to the one sold stateside.

2026 POLESTAR 4 CANADIAN PRICING

Sometimes ambition outpaces planning, and nowhere is that more obvious than in the story of two would-be car thieves who bit off way more than they could boost.

In Detroit last month, a pair of would-be car thieves tried their luck with two brand-new GMC Hummer EVs, and let’s just say, it didn’t exactly go as planned. While most car thieves stick to dealership lots in search of easy targets, this crew aimed higher. They went straight to the source: GM’s Factory Zero plant in Detroit. Maybe it was the irresistible lure of that fresh-off-the-assembly-line smell, but for whatever reason, they decided to swipe the EVs directly from a train.

Read: GMC Just Made The 2026 Hummer EV Crabbier Than Ever

There is no word on how they managed to gain entry to the GM plant, let alone access the train yard on site, but somehow, they succeeded. After entering the train yard, they were able to open the doors to one of the trains and attempted to drive off in two Hummer EVs. Presumably, the duo was left unlocked and had the keys inside.

We don’t have any security camera footage, but we do have a clip that shows the aftermath of the failed theft. One of the Hummers, finished in black, can be seen stranded on the train tracks after it appears that the passenger-side front tire was ripped off the wheel.

Train Hopping, Minus the Grace

Meanwhile, the second GMC didn’t even make it off the train. It appears that the thieves attempted to simply drive the EVs off the edge of the train, without using any ramps. The silver model appears to have slammed down into the tracks, and once again, a tire was ripped from the wheel. It has also suffered extensive damage to the front fascia and some damage to the rear quarter panels as well.

According to The Metro Detroit News, the incident is being investigated, but it doesn’t appear as though any arrests have been made at this stage.

Screenshot The Metro Detroit News

Not every sales jump in the auto industry follows a straightforward narrative, and Kia’s latest numbers are a good example of that. The company had a solid May, moving 5 percent more vehicles than it did in the same month last year. But that top-line figure doesn’t tell the whole story.

While its flagship electric models took a hit, one unassuming sedan, the K5, surged with a 256 percent increase in monthly sales. Kia’s not alone in this EV slowdown, either.

More: Mercedes’ Electric G Flops So Hard It Could Change What Comes Next

It’s worth noting that the K5 has been out for several years. Its huge jump in sales during May doesn’t seem to be an outlier either. For the year, it’s up 220 percent. Put into raw sales figures, the company had sold just 9,036 through May last year. This year, it’s shifted 28,951 of them. Combined with the K4, Kia has already made over 90,000 sales this year.

Electric Models Lose Steam

No doubt, the brand wishes its flagship electric vehicles were seeing even a modicum of that success. The recently refreshed EV6 is great to drive, but buyers aren’t snatching it up with the same vigor they did last year. Through the first five months of the year, it’s down 40.8 percent. The EV9, Kia’s flagship electric SUV is having an even tougher time as it’s down 48.2 percent in that same period.

That trend doesn’t appear ready to change either. In May alone, the EV6 was down 69.8 percent. The EV9 sold just 37 units across the country and, as such, was down a whopping 98.3 percent during the month. It’ll be interesting to see what Kia does to incentivize buyers to return as the new model year version rolls in to dealerships. These are both impressive cars, but consumers seem apt to favor hybrids now more than ever.

To Kia’s credit, this trend away from EVs and toward combustion cars isn’t one isolated to the brand. Ford announced its May sales figures recently and saw a similar trend. While the Mustang Mach-E continues to do well, the F-150 Lightning and E-Transit are dozens of basis points off where they were last year.

KIA USA SALES

While electric vehicles continue to grab headlines and show up in more driveways each year, a new national survey suggests the average American still isn’t ready to plug in. EV adoption in the US is lagging behind much of the world, and the latest annual survey from the American Automobile Association (AAA) helps explain what’s slowing things down. Interest in EVs among US drivers is not just stalling, it’s actually shrinking.

More: Europeans Are Done With Tesla Except For One Country That Can’t Stop Buying

In the 2025 edition of the AAA survey, just 16% of respondents said they are likely or very likely to purchase an EV, marking the lowest percentage recorded since 2019. Meanwhile, 63% reported they are unlikely or very unlikely to go electric. That’s a noticeable shift from three years ago when 25% expressed interest and 51% were against it.

Confidence in the timeline for broader EV adoption is also fading. Only 23% of US drivers now believe most cars will be electric within the next decade, down from 40% in 2022.

Why Americans Are Saying No to EVs

When asked which is the main reason behind their decision not to go electric, 62% of the respondents mentioned high battery repair costs, while 59% cited the overall purchase price. Long-distance practicality was another key issue, with 57% saying EVs don’t suit extended travel, and 56% pointing to the lack of a convenient public charging network. Another 55% simply worry about running out of charge while on the road.

Other issues were mentioned less frequently. About 31% raised concerns about safety, 27% said they couldn’t install a home charging, and 12% noted the potential loss of EV-related incentives.

Those who are still considering an EV say the main draw is savings on fuel. That was the top reason cited by 77% of interested respondents. Another 59% referenced environmental benefits, and 47% said they expect lower maintenance and repair costs compared to traditional vehicles.

More: Huge Study Shows EVs More Reliable Than ICE Cars With One Surprising Common Issue

Support for federal and state incentives has also declined. Only 39% of respondents in 2025 listed tax credits and rebates as a reason to go electric, down from 60% in 2022. That drop aligns with the direction of the current political landscape, as the Trump administration continues efforts to scale back EV-related subsidies. Interest in EVs for their advanced tech features also dropped, with just 22% citing innovation as a motivator.

Uncertainty About The EV Future

AAA concludes that the public perception regarding the future of EVs remains uncertain. Despite the wide variety of EVs which are now available in the US market, many buyers find hybrids more appealing.

“Since we began tracking interest in fully electric vehicles, we’ve seen some variability,” said Greg Bannon, director of automotive engineering at AAA. “While the automotive industry is committed to long-term electrification and providing a diverse range of models, underlying consumer hesitation remains.”

The 2025 survey was conducted between March 6-10, with 1,128 participants. According to AAA, the respondents provide sample coverage of approximately 97% of the US household population.

Electric cars are evolving fast, and Nissan wants the next Leaf to prove it still has a place in the conversation. The company is preparing for the full debut of its next-generation EV later this month, teasing more of its design and offering a behind-the-scenes look at its development through a series of new videos.

Nissan gave us our first look at the third-generation Leaf back in March 2025, trading in the familiar hatchback shape of past models for a crossover profile, complete with a fastback-style rear. We now get a closer view of key design elements, including the LED headlights, 19-inch alloy wheels, and an active grille shutter that adjusts for airflow.

More: Mitsubishi’s American EV Will Be A Nissan In Disguise

We can also see the NACS-compatible charging port, and the optional panoramic roof with an e-Dimming function. The later uses electrochromic technology and an infrared reflective coating, eliminating the need for a physical sunshade.

According to Nissan’s design director Nobutaka Tase, this Leaf will be the most aerodynamic production model the company has ever built, boasting a drag coefficient of 0.25 in Europe and 0.26 in the US and Japan. The slight difference comes down to region-specific tweaks like wheels and mirror designs, with the European version coming out just a bit more streamlined.

Shared Platform, Promised Range

Underneath, the Leaf shares the CMF-EV platform with the larger Ariya, which means a flat floor and a roomier cabin layout. Exact specs haven’t been released yet, but Nissan confirmed it will offer a single-motor setup with no all-wheel-drive option, and is aiming for a driving range north of 300 miles (482 km).

More: Nissan’s New Hybrid System Promises EV-Like Benefits But At A Cost

Richard Candler, Nissan’s vice president of global product strategy, says the goal was to make the new Leaf a real contender for buyers used to gas-powered vehicles. That meant designing a sleeker body without giving up on practicality, and ensuring long-distance driving was part of the deal. Target range spans from 300 to 500 kilometers (186 to 311 miles), with the ability to add around 200 kilometers (124 miles) of range in just 40 minutes of charging.

Overall, Nissan has sold nearly 700,000 examples of the Leaf since 2010, taking valuable insights from existing owners for the development of the new generation. We’ll have more details when the full reveal happens on June 18.