Cupra chose the IAA Mobility Show in Munich to reveal more details about the upcoming Raval, the fully electric subcompact hatchback that will be formally launched in 2026. The automaker showed a camouflaged series-production prototype of the sporty model that will be a sibling to the VW ID. Polo and wants to show that EVs “can be exciting and desirable”.
The Raval looks similar to the concept that debuted exactly two years ago, although a few details have slightly been toned down. Highlights include the aggressive LED headlights, the sporty bumper, the sharp taillights and the three-spoke alloy wheels finished in copper and black.
More: VW’s Cheapest Electric SUV Could Be Its Smartest Yet But We May Not Get It
The subcompact hatchback measures 4,046 mm (159.3 inches) long, 1,784 mm (70.2 inches) wide, and 1,518 mm (59.8 inches) tall, with a wheelbase of 2,600 mm (102.4 inches). This means it has a similar footprint to the ICE-powered Seat Ibiza from its sister brand.
An EV With Hot Hatch Traits
The Raval rides on the MEB+ architecture with a front-mounted electric motor at “several output stages” and two battery options. This is shared with the ID. Polo hatchback, as well as the upcoming ID. Cross and Skoda Epiq crossovers.
In order to differentiate it from its VW Group stablemates, Cupra gave the Raval a sport chassis to match its angry looks. All variants of the EV sit 15 mm (0.6 inches) closer to the ground and have a unique suspensions setup, progressive steering, and ESC Sport.
More: Cupra’s Futuristic New Concept Promises Something Drivers Have Never Seen Before
The performance-focused VZ trim takes things further as the evil twin of the ID. Polo GTI. More specifically, it will be fitted with a more potent electric motor generating 223 hp (166 kW / 226 PS), a VAQ electronic slip differential on the front axle, a DCC Sport suspension, an ESC Off mode, and 19-inch wheels shod in wider 235 mm (9.3-inch) tires. Cupra didn’t specify whether the Raval VZ will feature a different bodykit, but confirmed the presence of “CUPBucket” seats inside the cabin.
Safety equipment will include sophisticated ADAS like the Travel Assist with lane changing and traffic light recognition, the Intelligent Park Assist, and the 360° Area View camera.
Markus Haupt, Cupra’s Interim CEO, said regarding the brand’s new EV:
“The Cupra Raval is now shaping our future. Because with it, we’ve brought together everything Cupra stands for: emotion, striking design, electrifying performance and as always, driver focused. For us, the Cupra Raval is more than a car. What truly makes it special is the project behind it – the Electric Urban Car Family – which we are proud to be leading from Spain. We are strengthening synergies within the Brand Group Core and turning the country into a hub for electric mobility, making these cars accessible to millions.”.
Made In Spain
Cupra‘s entry-level EV will hit the roads in 2026 as the brand’s eighth model and will mark its eighth anniversary. The company expects to hit the milestone of one million deliveries sometime in the coming months.
Production of the Raval will take place at VW Group’s Martorell factory in Spain alongside the VW ID. Polo. Rivals will include the Renault 5 E-Tech, the Mini Cooper Electric, and the upcoming Hyundai Ioniq 3.
Mercedes-Benz doesn’t just have a rival to the second-gen BMW iX, unveiling the new GLC with EQ Technology in Germany, but it is also gearing up to launch an all-electric version of the C-Class to rival the new BMW i3. Now, an intriguing teaser has been released of this new model.
This darkened image was dropped during the unveiling of the new GLC and shows that just like the SUV, it’ll have a massive front grille. This grille, which can be illuminated through hundreds of small LEDs, will give the new electric C-Class an imposing stance on the road, but is bound to leave many brand loyalists scratching their heads. It features four illuminated horizontal slats, one more than the three found on the GLC EQ.
Read: New Mercedes C-Class EV Reveals Starry Rear And Techy Interior
Elsewhere, this teaser shows the electric C-Class will include the latest Mercedes-Benz headlights, complete with star-shaped LED daytime running lights. The overall proportions of the car are expected to be similar to the combustion-powered C-Class, which this model will be sold alongside.
Underpinning the sedan will be the MB.EA platform, also used by the GLC EQ. This means we can expect to see the same 94 kWh lithium-ion battery pack and 800-volt architecture, allowing for charging speeds of up to 330 kW. Perhaps most impressive is that the German brand is promising 497 miles (800 km) of driving range in the electric C-Class, likely set to be badged the C-Class with EQ Technology.
Technical Specs
Further powertrain details remain uncertain, but the C-Class EQ should be available in several different rear- and all-wheel drive configurations.
Little is known about the interior of the new model. It could hit the market with the same 39.1-inch seamless MBUX Hyperscreen as the GLC EQ, or it may be equipped with the slightly simpler Superscreen of the new-age CLA, complete with a 10.25-inch digital instrument cluster, a 14-inch infotainment display, and a 14-inch screen for the passenger.
While BMW has moved away from massive kidney grilles on its second-generation iX3 unveiled late last week, Mercedes-Benz has doubled down on the industry’s fascination with huge grilles, presenting the new GLC with EQ Technology before its long-awaited debut in Munich. The all-electric SUV will join the Mercedes line-up in the first half of 2026, serving as a successor to the poor-selling EQC.
Stand Out Looks
Visually, the new GLC with EQ Technology has similar proportions and a familiar shape to the current ICE-powered GLC, but features all-new front and rear fascias for the Mercedes brand. The most striking element of the new design is a reinterpretation of the Mercedes grille, now offered in an illuminated version with 942 backlit dots. Some will love it, while others will think it’s cheap and tacky, but there’s no denying it’s eye-catching.
Read: Mercedes Is Making A New Model For Americans In America
The headlights are also all-new and feature star-shaped LED daytime running lights, a design element that will become a signature across the entire Mercedes lineup. Plenty is going on at the rear, too, including similar star-shaped LED lights and a two-piece roof spoiler.
Tech-Heavy Cabin
Mercedes has long built some of the finest interiors on the market, and it’s left no stone unturned in modernizing the cabin of the GLC for the electric era. The tech-heavy design is highlighted by the new seamless MBUX Hyperscreen, measuring 39.1 inches (99.3 cm) and stretching across the entire width of the dashboard.
Elsewhere, an intricate ambient lighting system has been installed, and can even be added to the standard panoramic glass roof. Positioned to the sides of the massive screen are gorgeous circular air vents, while located below it are two rectangular vents. There are also two cupholders and two wireless phone chargers on the floating console, making for what is a very minimalist design by Mercedes-Benz standards.
What Powers This Thing?
Now onto the mechanical stuff. The wheelbase of the GLC with EQ stretches 117 inches (2,972 mm), making it 3.1 inches (8 cm) longer than the combustion model. This boosts front and rear legroom and headroom. There’s also 570 liters (20 cubic feet) of cargo space in the rear and a 128-liter (4.5 cubic-foot) frunk.
All versions of the electric GLC use the same 94 kWh lithium-ion battery pack. Mercedes has confirmed the range will launch with a flagship GLC 400 4MATIC version delivering 483 hp through a twin-motor system, but four other versions will follow.
Performance times haven’t been announced, but Mercedes says the GLC with EQ Tech will be able to drive up to 443 miles (713 km) on a single charge under the WLTP cycle. That’s not the only impressive thing. Thanks to the new-generation battery pack, the GLC supports DC charging speeds of up to 330 kW, meaning 186 miles (300 km) of range can be added in just 10 minutes.
S-Class Suspension
Shoppers will be able to order the new GLC with the same Airmatic air suspension as the S-Class, complete with rear-axle steering and intelligent suspension control, aiming to improve comfort significantly. This system also communicates with traffic infrastructure to sense and respond to impending bumps in the road. The air suspension also uses Google Maps data to ensure the car is in its lowest possible setting for as long as possible, boosting efficiency. For example, if you’re on a highway and have to slow down for road works, the GLC will remain in its squatted position, whereas other cars using speed-sensitive air suspension often rise at lower speeds.
Mercedes-Benz is also boasting about a significantly improved brake regeneration system. Four different levels of recuperation are available, with the highest setting providing up to 300 kW of regen.
When Can I Get One?
Market-specific pricing details will be released at a later date. In the meantime, let us know what you think of the new GLC with EQ Technology below. Will it be a hit, or will it be a miss?
Soon, Porsche buyers will have not one, but two all-electric Cayenne EV body styles to choose from as the Coupe version is also receiving the same electric treatment as its more traditional SUV sibling. Captured up close in these new spy images nearly undisguised, the electric Cayenne Coupe will adopt many of its design elements from the regular Cayenne EV, albeit in a slightly sleeker and lower profile.
Read: Porsche’s Next Electric SUV Could Be The Most Controversial One Yet
As we’ve seen with other prototypes, including one being promoted by the German automaker itself, the electric Cayenne Coupe will look quite a bit different than the current ICE model that will remain in production, and have an arguably less attractive design inspired by the smaller Macan Electric. The changes start at the front with a new set of headlights.
Details in the Design
Alongside the new headlights, Porsche has developed an entirely new lower grille for the SUV, complete with what appear to be adjustable horizontal slats. There are also two bulbous air curtains directly below the headlights.
The sides of this almost completely undisguised prototype are also quite intriguing. Porsche has slapped on some black fenders, which cheapen the overall look of the model, while also installing black plastic rocker panels, which, again, don’t do the premium SUV any favors. Here’s hoping that painted arches and rocker panels are at least an option on the production model.
The rear is perhaps the most intriguing. Like the current combustion-powered Cayenne Coupe, the rear sits lower with a steeply raked window and a small decklid. The LED taillights of this prototype have the same pixel design as we’ve seen on others being tested by Porsche. However, the pixels are expected to be ditched in favor of a solid light bar for the production model.
Platform and Battery Tech
The Cayenne EV lineup rides on Porsche’s new PPE41C platform. While related to the PPE base used for the Macan EV, Porsche has heavily modified the setup with different motors and battery technology. Central to the system is a new 113 kWh (gross) battery pack developed with LG, using pouch-style NMC cells cooled on both sides to enhance performance.
This setup supports charging speeds of up to 400 kW, allowing a 10 to 80 percent top-up in just 16 minutes. With NACS compatibility on board, Porsche targets a range of at least 370 miles, placing the Cayenne EV among the longest-legged electric SUVs in its class.
Charging Made Easy
The Cayenne Electric will be available with an optional Porsche Wireless Charger, a weatherproof 11 kW inductive pad operating at 90 percent efficiency. The system automatically positions the SUV, lowers its suspension, and starts charging cable-free. It also supports hands-free use through the app or pre-set off-peak schedules.
Performance Outlook
Official figures have yet to be announced, but Porsche has confirmed that the flagship Turbo variants of both SUV and Coupe models will deliver close to, or even exceed, 1,000 horsepower. Lower trims will start around 400 hp, while S models are expected to land between 600 and roughly 700 hp. Practicality has also been factored in, with a towing capacity of 7,716 pounds (3,500 kilograms).
To add some theater, Porsche will offer an optional synthetic sound package. Instead of the Taycan’s futuristic whir, the Cayenne EV can be programmed to mimic a classic V8 rumble.
Launch Timing
It’s possible the Coupe will make its debut alongside the standard Cayenne EV in November, though a 2026 launch could also be on the table for the sportier looking variant. Whatever the reveal date, both models are expected to reach showrooms worldwide in the second or third quarter of next year.
John Halas contributed to this story.
The spotlight at the IAA Mobility Show in Munich isn’t only on Volkswagen’s ID. Cross. Sharing the stage was Skoda’s Epiq, an updated take on the compact electric SUV first shown in concept form last year. Positioned as a practical and stylish entry point to the brand’s EV lineup, the Epiq promises to deliver everyday usability while remaining priced on par with its gasoline-powered counterpart.
More: Skoda Revives A Forgotten Pickup With A Futuristic EV That Looks Unreal
Instead of revealing the production version outright, Skoda brought a near-production showcar that reflects how the final model will look. The design builds on the 2024 concept with small but telling refinements, including reworked LEDs, a reshaped grille, tweaked bumpers, and new mirrors. All bring the SUV closer to its production-ready form, which is slated for release in mid-2026.
Dimensions and Styling
Skoda’s baby SUV measures 4.1 m (161.4 inches) long, which is very similar to the Fabia subcompact hatch and slightly bigger than the Indian-spec Kylaq. Naturally, it is the smallest EV in Skoda’s lineup below the Elroq and the Enyaq.
The Epiq is the first model to fully embrace Skoda’s Modern Solid design approach, which will eventually define the rest of the brand’s lineup. Key styling cues include the new “Tech-Deck” front end, slim T-shaped LED lighting, and a pronounced tornado line across its boxy rear shoulders. The showcar wears a Cashmere matte finish complemented by glossy black detailing, Cosmo gray cladding, and newly designed alloy wheels.
What About The Interior?
Interior photos remain under wraps, but the Epiq is expected to borrow elements from its VW ID. Cross cousin. That means a blend of an 11-inch digital instrument panel and a 13-inch infotainment touchscreen, backed by physical buttons and haptic scroll wheels for a more intuitive setup. Features like wireless charging have also been confirmed.
More: Skoda’s Secret Fabia Prototypes Might Be Hiding More Than Just A Facelift
Despite its compact dimensions, Skoda says the SUV will accommodate five passengers. The cabin will also include practical details such as bag hooks, fastening points, and hidden underfloor storage compartments, along with a 475-liter (16.8-cubic-foot) luggage capacity.
Shared Underpinnings
The EV will share its MEB Entry architecture with the upcoming VW ID. Polo, ID Cross, and Cupra Raval. Skoda didn’t get into details about the specifications, but promised a driving range of up to 425 km (264 miles), which is 5 km (3 miles) more than the VW ID. Cross. Both models are expected to be fitted with a front-mounted electric motor producing 208 hp (155 kW / 211 PS).
How Much Will it Cost?
Production of the Epiq will take place at Volkswagen’s Navarra facility in Spain, with sales scheduled to begin in mid-2026. Skoda says it will be the most affordable EV in its lineup, with pricing “comparable” to the ICE-powered Kamiq. In today’s terms, that points to a starting price around €25,330 ($29,700) in Germany and £24,975 ($33,700) in the UK.
Rivals outside the VW Group will include small electric SUVs like the Ford Puma Gen-E, Jeep Avenger, Kia EV2, Mini Aceman, Toyota Urban Cruiser, Renault 4 E-Tech, and more.
The small electric SUV is one of Skoda’s two major launches at the IAA Mobility Show in Munich. The other one will be the Vision O concept, serving as a preview of the future Octavia estate with a fully electric powertrain.
VW really pulled out the stops for this year’s IAA Mobility 2025 in Munich, revealing not one but three new electric cars. We’ve already had a look at the ID. Polo (neé ID.2) and ID. Polo GTI, but the third EV is an even bigger deal. It’s the ID. Cross Concept and it previews next year’s production SUV, one with massive sales potential.
Also: VW Revives Polo Name For EV Era And Teases First Ever Electric GTI
The Cross name tells us this subcompact utility is an electric equivalent to the existing T-Cross combustion crossover, though the name is about all they have in common. The ID. Cross is one of a family of upcoming small EVs built around a new front-wheel-drive version of the MEB platform.
Other models in the family include the ID. Polo and ID. Polo GTI, both expected to hit showrooms in 2026, as well as a production version of the ID. Every1 concept shown earlier this year, which could wear the ID. Up name when it launches in 2027.
Design and Dimensions
Though it rides on virtually the same 2,601 mm (102.4 inches) wheelbase as the ID. Polo (the hatch’s WB is 1mm shorter), the 4,161 mm (163.8 inches) long ID. Cross is 108 mm (4.3 inches) longer and most obviously 58 mm (2.3 inches) taller. There’s 490 liters (17.3 cu.ft) of luggage space in the rear, plus a 25-liter (0.9 cu-ft) frunk, something no other ID EV, including the ID. Polo, has offered.
The handsome, but conservatively designed Polo also misses out on some of the Cross’s bolder and more modern design details. These include a front fascia shaped by the interplay of LED lighting elements that VW describes as “friendly,” along with three illuminated rectangles embedded in a black C-pillar, an intentional nod to both the ID. Buzz and the original Bus that inspired it.
Black plastic trims exaggerate the size of the gently flared arches, which are cut high into the bodywork, while the 21-inch wheels are wrapped in special Continental tires that carry the alloy rim’s pattern into the sidewall. It’s a clever visual flourish, though one that’s impractical, hard to see in the real world, and sure to make tire shops roll their eyes.
Relaxing Interior with Some Physical Buttons
Inside, there are clear echoes of the ID2.all concept that previewed the ID. Polo back in 2023 (VW hasn’t released ID. Polo interior pics yet). An 11-inch digital instrument cluster lies beyond a chunky, square-shaped two-spoke steering wheel and a larger, 13-inch tablet touchscreen is mounted on the top of the dashboard’s center.
Thankfully, VW has listened to criticism of its earlier cars, and a bank of hard buttons is located below, meaning you don’t have to go stabbing at virtual buttons to change the cabin temperature. There’s also a small iDrive-style rotary controller on the console.
Related: VW ID. Cross Promises Big Looks At A Small Price
And if you don’t want to be overwhelmed by digital information, you simply flip your smartphone so it lies face-down on the wireless charging pad. Do that that and the displays switch to ‘calm status,’ only showing essential info.
That’s not the only way the ID. Cross’s designers have tried to create a relaxing environment. Ambient lighting, fabric-covered surfaces and the Vanilla Chai (read: beige) coloring used throughout the concept’s interior are designed to calm passengers by taking cues from Parisian haute couture and high-end furniture.
For fully horizontal relaxation time, the front and rear seats fold completely flat, meaning you could sleep in the back like you would in a classic VW Bus, albeit with a fair bit less wriggle room. To ensure maximum comfort the seat backrests are finished in a material Volkswagen likens to a comfortable yoga mat.
Powertrain and Range
The German automaker has already confirmed the availability of two battery options for the Polo, but is staying tightlipped about the Cross’s battery hardware, other than revealing it can deliver a 261-mile (420 km) WLTP electric range. A single motor mounted in the nose sends 208 hp (211 PS / 155 kW) to the front wheels, slightly less than the 223 hp (226 PS / 166 kW) mustered by the ID. Polo GTI, VW’s first ever GTI EV.
Related: Sales Collapse Forces VW To Slash Production Of Its Model Y Rival
Officially, the ID. Cross is just a concept, but next summer’s production SUV is going to be virtually identical. In fact, VW even makes a point of mentioning that the interior door handles, which you pull upwards, are production ready. And that should worry rival carmakers because we think VW has nailed this EV’s design in a way it totally failed to do with the ID.4 and ID.7.
US sales are yet to be confirmed, but the ID. Cross will cost from around £25k/€28k when it launches late in 2026 against electric crossovers like the Kia EV2, Toyota Urban Cruiser, Ford Puma Gen-E and Volvo EX30.
Throughout much of the year, Tesla sales have been on a downward spiral in many key markets, including Europe, the United States, and Australia. However, over in Japan, things are very different. In fact, throughout 2025, Tesla sales have jumped significantly, so much so that the American brand may soon surpass Nissan as the nation’s best-selling EV brand.
Read: Tesla’s European Sales Bloodbath Continues, But One Country Is Over Hating Musk
From January to August, approximately 6,590 new Teslas have been sold across Japan. This represents a massive 87 percent leap over the previous year, and has already topped the brand’s strongest year on record in Japan when it sold 5,900 vehicles in 2022. Tesla models proved particularly popular in August, with roughly 980 sales. That was more than double last August.
Closing in on Nissan
Year-to-date, Tesla is now only trailing Nissan by approximately 100 electric vehicle sales. Nissan has held the crown as Japan’s highest-seller of EVs for almost 15 years, reports Nikkei Asia, thanks to the Leaf.
Aggressive price cuts have contributed to Tesla’s surge in popularity. In May, it cut the price of the Model 3 by 453,000 yen (roughly $3,000), bringing its sticker price down to 3.99 million yen or $26,800. With government subsidies factored in, the actual outlay for buyers is even lower, which has helped broaden its appeal.
One advantage for Nissan is the upcoming launch of the next-generation Leaf. Sales won’t begin until later this year, which could be a double-edged sword: the new model may spark renewed interest once it arrives, but in the meantime it risks discouraging buyers from choosing the outgoing version still on sale.
New Locations
Elon Musk’s company has also been looking to grow its physical presence at locations across the country. According to Tesla Japan boss Richi Hashimoto, the company will open new dealerships in large shipping centers in a bid to further boost brand recognition. It currently has 25 locations in the country, and in 2026, this could double to roughly 50.
Currently, Tesla has a roughly 30 percent share of Japan’s EV market. Its network of Superchargers will also be expanded from the current 130 sites, ensuring that owners can easily and swiftly charge their EVs.
By the end of this year, it’s possible that Tesla may have sold as many as 10,000 EVs in Japan. Not bad for a company that’s struggling in many other markets, right?
Electric vehicles are often celebrated as a glimpse of the future, but real-world ownership can sometimes deliver a harsher reality. While the Rivian R1T has earned plenty of praise since its release, there have been recurring stories about reliability issues and inconsistent service experiences.
A recent account from one Rivian owner in the United States highlights the kind of breakdown that could make potential buyers pause before signing on the dotted line.
Read: Bricked Screens, Greasy Fingerprints – A Rivian Driver’s Frustrating Service Journey
According to this driver, his nine-month old R1T abruptly locked up while he was cruising through his neighborhood, leaving him no choice but to call for a tow. He shared the experience on Reddit, where he expressed doubts about the truck’s reliability and Rivian’s response in situations like this.
A Sudden Breakdown
The owner says that while he was slowing to a stop in the green R1T, the vehicle seized up, the wheels skidded, and the entire EV shuddered. Moments later, it randomly shifted into neutral, and every warning light was illuminated on the instrument cluster. The issues didn’t stop there as a “terrible smelling smoke” then started to enter the cabin from under the center console.
To make matters worse, he says he had to stay inside the pickup as smoke filled the cabin because if he dared to lift his foot off the brake pedal, he says the Rivian would roll have backward.
Understandably, the incident has left the owner rather shaken. In the past, he questioned what could have happened had the alleged catastrophic failure occurred while he was driving on the highway, or if there were other cars nearby. “I could have slammed into someone! I can’t trust this vehicle ever again. I wouldn’t let my family be in it,” he wrote in the post.
The Towing Headache
The process of towing the vehicle also proved to be quite a headache for the owner. He says he decided to use his roadside insurance to get the R1T towed to a local Rivian service center, but was then given a “five-minute lecture” from a Rivian representative for not calling the carmaker directly.
“When I called Rivian support to confirm that my tow truck could just take it straight to the service center I had to listen to the rep lecture me on how I should have called Rivian first and not have used my roadside insurance,” he said.
“Seriously a five minute lecture while my foot was on the brake, my hand was propping the door slightly ajar so I could air out the cabin, all the while trying to signal to traffic to go around (people were nicely stopping and asking if I was alright),” the owner added.
Also: Rivian Owner’s Quality And Service Nightmares Expose The Pain Of Being A ‘Beta Tester’
At the time of writing, the owner hadn’t provided any updates about their electric pickup, and didn’t mention if Rivian had looked at the EV to determine what the problem was. If the incident unfolded as the owner claims, then it seems likely the R1T suffered either a serious mechanical or electrical malfunction, which left it stranded.
Rough R1T Experience – Will never go Rivian again
byu/lekun inRivian
Love’ em or hate’ em, electric vehicles are, on average, pricier to buy than their ICE counterparts. A new study suggests that they’re more expensive to insure as well – and we’re not talking about a few basis points. However, after digging into the details, the results are not as clear-cut as they seem.
More: Filing A $100K Insurance Claim For A Crash Works Better If You’re Actually In Your Porsche
The data in question comes from a study by Insurify. It leveraged over 97 million insurance quotes to determine the average rate for gas-powered and electric cars. Rates reflect full coverage on a 2020 model year or newer. In most cases, the quoted figures reflect a driver with a clean record and good or better credit. Overall, it says that EV owners pay 49 percent more to insure their cars.
Why Rates Run Higher
The explanation seems straightforward enough. EVs come with higher costs to start with, even when compared directly with gas-powered competitors and they’re typically more expensive to repair when they’re damaged. Parts are harder to come by and a damaged battery, for instance, can write off a car faster than an average engine failure.
On top of all this, keep in mind that EVs are often very new models with little to no aftermarket or junkyard support. It’s no wonder that insurance companies might build in a buffer for that risk.
Question Marks in the Data
Despite that, there are some questionable bits with the study. Some of the matchups mentioned raise eyebrows. For example, it directly compares the Tesla Model X to the Audi Q3 and the Mercedes A-Class goes up against the Tesla Model 3. These, however, aren’t really apples-to-apples comparisons, as some on Reddit pointed out. As one commenter put it, “Some of these comparisons make genuinely zero sense.”
What is important to note is the fact that ignoring certain factors like real-world repairability, warranty coverage, or depreciation curves, could tilt the figures against EVs quickly. In addition, each repair case is, to one degree or another, unique.
For example, while engine replacement typically isn’t as costly as a battery replacement, the true cost depends entirely on the car in question. On top of that, the federally mandated 8-year/100,000-mile EV battery warranty offered on every new EV reduces risk for owners, a factor that insurers might not fully weigh.
A Few Useful Takeaways
Even with the caveats, the study did highlight which EVs are cheapest to insure. Models like the Chevrolet Blazer, Nissan Leaf, Kia Niro EV, Hyundai Ioniq lineup, Ford F-150 Lightning, and the Subaru Solterra/Toyota bZ4X twins all made the list.
Still, whether the numbers are genuinely meaningful is up for debate. Insurance for EVs might trend higher for the time being, but with questionable methodology and comparisons, this study might say more about how we measure costs than it does about EV ownership.
Technology advances at such a rapid pace that sometimes it creates more problems than it solves. China’s regulators are preparing to crack down on what they see as a great example of that: fully retractable door handles. A new set of standards could explicitly prohibit hidden handles on new vehicles. If these become law, it could have ripples across the globe.
The proposed regulation, reported by Mingjing Pro, comes from the Ministry of Industry and Information Technology. It would ban fully retractable handles while still allowing semi-retractable versions. A key requirement is that all vehicles must include a mechanical backup system so doors can be opened during emergencies.
More: New Lawsuit Might Force Ford To Change Mustang Mach-E Door Handles
According to Car News China, the final rules could come out by the end of September. Enforcement wouldn’t start until 2027, so manufacturers would have a little time to get their production in order. Evidently, many automakers already know about this potential change, so they might already be working on a solution.
The Problem With Flush Handles
Flush door handles have been a hallmark of modern EVs, touted not just for their futuristic look but also their aerodynamic gains. Real-world data appears to throw a wrench in that latter point, though.
Engineers say that drag reduction due to flush handles amounts to just 0.005-0.01 Cd, saving about 0.6 kWh per 100 km. That’s a very small amount and even more negligible for those who charge at home. At the same time, adding the motors and mechanisms that make these doors work can add 7-8 kg of weight.
On top of that, we’ve reported on countless examples of door handles like this failing. Frozen motors can leave motorists stranded with no quick way into their car. Crash data indicates that handles can fail more than 30 percent of the time after side impacts. When it comes time for replacement, they’re far more expensive, too.
What Happens If China Bans Them?
If China does move forward with this ban, it could actually affect handles everywhere. Many automakers see the world’s biggest car market as a huge part of their own business plan. Changing their design to conform to such rules would likely mean keeping that same non-flush design in other markets as well.
Again, that wouldn’t stop automakers from using semi-flush handles, but it could stop fully flush ones from popping up in the future.
BYRON CENTER, Michigan – Pro-Vision, a leader in mobile video solutions, is announcing the launch of its annual service offering: the FleetGuard Maintenance Plan. FleetGuard is a proactive support and maintenance program engineered to maximize uptime and deliver peace of mind for school transportation fleets.
Exclusively available to school transportation customers at launch, the FleetGuard plan reflects Pro-Vision’s commitment to safer, smarter, and more reliable fleet operations. With a focus on reducing downtime and extending the life of essential video equipment, FleetGuard is designed to ensure every fleet runs efficiently.
Key Features of FleetGuard include:
“FleetGuard is more than just a maintenance plan—it’s peace of mind,” said Corey Mathews, director of sales for the Transit Division. “We’ve listened to the needs of school transportation leaders and created a service model that proactively keeps their fleets running safely and efficiently.”
FleetGuard is available now to qualified school transportation fleets. For more information or to enroll, contact us.
About Pro-Vision:
Founded in 2003, Pro-Vision is a global leader in mobile video technology, delivering innovative solutions that enhance safety, improve efficiency, and protect vital assets. The company’s comprehensive suite of products includes vehicle video recording systems, body-worn cameras, data management tools, and cloud-based storage solutions. Trusted by partners in transit, public safety, and commercial industries, Pro-Vision’s technology helps organizations operate more securely and effectively.
The post Pro-Vision Launches FleetGuard School Bus Fleet Maintenance Plan appeared first on School Transportation News.
Leander Independent School District in Texas is updating its seatbelt policy to require its school bus drivers to check for students buckled up before departure in response to a school bus rollover crash last month.
Austin-Travis County Emergency Medical Services confirmed a school bus rollover involving Leander Independent School District occurred Aug. 13 at 3:15 p.m. The school bus, which primarily transports students to and from Bagdad Elementary School, was transporting 42 children home from the first day of classes. Eleven students and the school bus driver were transported to the hospital with injuries.
The National Transportation Safety Board announced the day following the crash that it is coordinating with the Texas Department of Public Safety on a safety investigation.
Monica de la Garza-Conness, Bagdad Elementary principal and Tracie Franco, the district’s transportation services director, shared in an Aug. 26 letter to parents that while DPS found no criminal wrongdoing by school bus driver Tim Gall, he was “cited for failure to drive in a single lane and improper use of a seatbelt.”
According to the letter, he is no longer employed by the district. Leander ISD Superintendent Bruce Gearing said Gall was a “seasoned veteran bus driver.”
Texas Senate Bill 546 introduced in 2024 and signed by Gov. Greg Abbott on June 20, 2025, went into effect Sept. 1. The law states that by the end of the current school year, the board of trustees at school districts must submit a report to the Texas Education Agency (TEA).that includes the number of school buses operated by or contracted for us by the school district that are not equipped with seatbelts. The report must also list the buses equipped with lap belts and equipped with lap/shoulder belts. School boards must also provide the estimated cost to equip three-point belts in each school bus used by the district.
By Jan. 1, 2027, TEA will collect the information and calculate the total amount of financial assistance needed for all school districts to equip with their school buses with lap/shoulder belts. TEA will make that information available and a school district mau accept “gifts, grants and donations from any public or private source to implement” lap/shoulder seatbelts.
The 2024 Blue Bird school bus was equipped with lap/shoulder seatbelts, per state law. The state requires model-year 2018 or newer school buses to be equipped with the three-point seatbelts. School districts can opt out if the school board determines that the cost exceeds the district’s budget and passes a vote during a public meeting.
Local news reports noted the DPS concluded some but not all students were wearing the safety restraints. State law says students are required to wear the lap/shoulder seatbelts if the school bus is equipped with them.
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Garza-Conness and Franco addressed safety items from the DPS. They noted that voter approval of a 2023 bond resulted in every school bus running daily routes, including for students with individualized education programs, are equipped with seatbelts. An additional 44 school buses used for field trips and substitute buses are also equipped with seatbelts.
“Only if all of these are in use would an older bus without seatbelts be assigned,” the letter states.
“The report also reinforced the importance of consistent seatbelt use, a point of emphasis for us,” the letter continues. “We remain committed to reviewing our practices and strengthening reminders about seatbelt use to ensure the well-being of every child we transport. While state law does not hold districts legally responsible for seatbelt use, we expect students to buckle up whenever seatbelts are available. To strengthen this standard, drivers will now check seatbelt use before departure. These expectations for our staff members will be added to our transportation and district handbooks.”
The letter addressed a comment from DPS on tire tread depth, which was reportedly within acceptable safety standards.
Garza-Conness and Franco asked parents to help share the message and importance of wearing a seatbelt. “Please remind your child to buckle up every time they ride the bus—it’s one of the simplest ways to stay safe,” the joint letter notes. “Your partnership reinforces the same message our drivers and schools are sharing daily, helping us build strong habits together.”
The post Texas School District Updates Seatbelt Policy Following School Bus Rollover appeared first on School Transportation News.
Electric school bus manufacturer GreenPower Motor Company signed a multimillion-dollar contract with New Mexico for a pilot program at the same time it is facing obstacles with a similar West Virginia project and perilous corporate finances.
The company announced Aug. 4 that the $5 million-plus New Mexico contract resulted from an award made by the state under a request for proposals published in May for participation in a two-year, all-electric school bus pilot project. GreenPower stated the project would deploy three Type A Nano BEAST school buses during the 2025-2026 school year, and three Type D BEAST and Mega BEAST school buses in the coming months.
Those vehicles, the first three scheduled for deployment the week of Sept. 15, are expected to “rotate around the state in five pilot rounds each school year with each round lasting six weeks.” The company, which is partnering with Highland Electric Fleets to install and implement the necessary charging infrastructure, will also provide training for the school bus drivers, mechanics and the community’s first responders to “help ensure a seamless testing period.”
GreenPower President Brendan Riley said via a press release that the New Mexico project is “leveraging the successful pilot that GreenPower conducted in West Virginia but also has a concentration on evaluating charging options and infrastructure.”
At the same time, GreenPower has faced several headwinds this year in West Virginia with a similar contract that also began with a pilot. The electric school bus manufacturer took ownership of its South Charleston plant in August 2022 and eight months later entered into an agreement with the state to sell $15 million worth of BEAST and Nano BEAST models. The state also agreed to pay GreenPower a $3 million deposit.
Separately, GreenPower and the state signed an agreement for an additional $18.6 million in ESBs awarded by the EPA Clean School Bus Program in 2024 to seven county school districts.
But West Virginia Metro News reported last month GreenPower had only delivered about a dozen of the promised 41 ESBs as of this past spring.
The state claims breach of contract. GreenPower CEO Fraser Atkinson said the reality is far more nuanced. During a phone call Thursday, Atkinson told School Transportation News several factors have hindered the company’s ability to deliver the ESBs.
“We have either delivered or we had vehicles ready to go, to be delivered to every single one of those counties,” he said.
Among the issues, Atkinson added, some school districts have not signed required documents with the EPA and GreenPower’s West Virginia dealer, Matheny, to accept the ESBs. In at least one other case, Atkinson said a county did not have available the older diesel school bus EPA required to be scrapped, so the new ESB couldn’t be delivered.
“Even if the dealer came forward and said, well, don’t worry about this other part, let’s just deliver the vehicle, you still have to worry about it,” he added. “We [would not be] compliant with the program.”
He also noted some counties still don’t have electric infrastructure installed. While GreenPower could still deliver those school buses, Atkinson noted that ESBs can’t sit in a parking lot for months on end without being operated like internal combustion vehicles can.
“There’s a much higher level of ongoing maintenance that you need to have on these vehicles if you’re not using them almost every day,” he added.
A West Virginia official contacted by STN declined comment because the issue is ongoing, and a request for comment from Gov. Patrick Morrisey’s office had not been answered at this report.
Hiccoughs With State Inspections and Maintenance
Meanwhile, Atkinson said some counties are having success with GreenPower. But not all say they are. Tony Harris, transportation director for the Monongalia County Schools serving the Morgantown and surrounding area, said the state’s second-largest district received a GreenPower Beast and a Nano Beast, which met his expectations at first.
However, he added, “We have been working with the West Virginia Department of Education, Department of Transportation and GreenPower in regard to a few issues where the buses do not meet the state specifications for a school bus.”
Harris clarified that the unmet state specifications center on failed state inspections for items such as the parking brake release, the color of loading light switches, non-working window defroster fans, and controls for exterior mirrors not working.
Atkinson said GreenPower has worked closely with the state on specifications but commented that not all state inspectors may have the same perspective on what constitutes an out-of-service item, especially as this could be their first experience with an electric school bus.
Still, he noted that any issues keeping school buses sidelined are “a concern.”
“Is there an educational process? I think you’re absolutely right. In hindsight, if all the parties had been in the same room 2 1/2 three years ago and worked through [the issues] …,” he said. “But the flip side is, until you’re actually in the field looking at these things in real time, you probably couldn’t have guessed what all the different issues or potential considerations that needed to be discussed are at the outset. It is a bit of trial and error.”
Harris also expressed disappointment about school bus-related services, which is “an area that has not come close to meeting expectations set for all vendors.”
“We have not been able to obtain stock inventory to have on-hand when something breaks on one of the buses,” he continued. “We have requested training several times for our mechanics on how to service the buses for our preventative maintenance schedules. The mechanics have received some training when representatives have been onsite to address issues when they have been onsite, but no formal training has been provided.”
He said training has so far consisted of what to do in the case of a battery issue or fire.
“A lot of the preventive maintenance items are typical in all school buses, but there are some unique things when it comes to EV school buses,” he said. “Also, we have no access to software or manuals to diagnose problems when they arise. We have requested these products at different times. We have these products for other bus types.”
Atkinson commented that GreenPower is very concerned about any high-voltage work necessary on its school buses.
“Our approach is, until they’re up to speed with the basics, we like to or prefer to take responsibility for anything that could be related to the high-voltage battery system,” adding dealer Matheny has limited experience working with GreenPower’s technology.
Harris said that the district has had to adjust its operations “considerably” after the delivery of the buses.
“We have two of the Nano BEAST buses in our fleet that have run no more than a month on routes since we took delivery of them. These buses have less than 3,000 miles on each of them,” he said, adding the school buses serve special needs and McKinney-Vento student populations. “We have four of the BEAST buses in our fleet, and one has been off the road since June due to defects found during an annual state inspection of the bus. The other three BEAST buses have been taken off the road [last] week due to issues that do not allow us to continue to use them at this time. By taking these buses off the road, it has impacted our bus routes due to the capacity of the buses and not having the same size buses in our spare bus fleet. The one BEAST bus has just over 4,000 miles on it, and this is because it was part of the state pilot program. The other three have less than 3,000 miles on them.”
Meanwhile, John Droppelman, director of support services with the Mineral County Schools, said in an email, “We have not received our two GreenPower buses. We have not received any information from GreenPower in quite some time. I do not expect to ever receive the promised buses. Information about the production and distribution of the GreenPower buses is scarce.”
Atkinson commented, “It’s the early days and there are things that have to get sorted out.” But he continued that, across the electric school bus market, he sees some school districts that have yet to buy-in to electrification, which complicates matters.
“If you have a good partner, they’ll work with you, and they’ll get the vehicles to a place where they’re just not encountering many issues or problems,” he said.
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At the same time, GreenPower has been unable to fully staff its South Charleston manufacturing facility. The agreement with West Virginia listed the goal of 900 jobs filled by the end of last year.
“We don’t get paid a cent until a bus is delivered,” Atkinson told STN.
In turn, he added, the company cannot promise its plant workers the necessary weekly hours.
The West Virginia MetroNews Network reported May 26 that confirmed more than a dozen employees had been notified by email three days earlier that they had been laid off. The company did not confirm the exact number of employees who had been laid off, but the network quoted GreenPower’s Riley saying, “The imposition of new tariffs has significantly increased our operational costs and disrupted our ability to build and deliver buses in a timely manner.”
He added that restructuring and other cost-cutting measures were not sufficient to prevent the layoffs.
MetroNews reported last month that GreenPower indicated it employed fewer than 100 workers even before the spring layoffs.
Resulting Financial Uncertainty
Amid all of this, BDO Canada LLP released its independent audit of GreenPower as of March 31, which stated that “the company has suffered recurring losses from operations and has an accumulated deficit that raises substantial doubt about its ability to continue as a going concern.”
A statement by GreenPower issued in July of its financial status at the time noted that revenues for the fiscal year that ended March 31 fell 49.5 percent from the previous year — down from $39,271,839 to $19,847,279 — and experienced a total comprehensive loss of $18,511,895.
GreenPower contends that tariffs are “causing much harm to the entire school bus manufacturing sector. This business instability and the significantly increased costs impacts all school bus manufacturers whether they are producing electric, diesel, propane, or gas school buses. The implications are staggering. If a school bus manufacturer were able to pass these costs on to a school district, it would amount to a tax on the government as the cost would be paid by either local, state or federal government funding.
“But a school bus original equipment manufacturer (OEM) cannot pass on the increased cost since there are state contracts in place for the purchase of school buses,” the company continued. “The new tariffs leave no pathway for a school bus OEM to build vehicles in the U.S., and it completely halts GreenPower’s efforts to on-shore and friend-shore the supply chain, especially non-Chinese battery cells and components.”
An interim Q1 2026 earnings statement released Aug. 15 for the period ending June 30 showed gross revenue fell by 48 percent from the same period last year to $1.549 million, with gross profit at $361,682 after deducting the cost of sales, which actually represents a 63 percent increase from June 2025.
But the statement notes Greenpower anticipates it will not be in compliance with the minimum debt service coverage ratio at the end of the current fiscal year because it has not generated positive EBITDA in the previous four quarters. The outstanding balance on the term loan facility was $3.59 million as of June 30.
The interim statement echoed the warning of the auditor this spring.
“The company’s ability to achieve its business objectives is subject to material uncertainty, which casts substantial doubt upon the company’s ability to continue as a going concern,” it says.
Ryan Gray contributed to this report.
The post GreenPower Hits Delivery, Financial Uncertainty Amid New Mexico Electric School Bus Pilot appeared first on School Transportation News.
Tesla might be in the midst of trying to expand its Robotaxi platform as fast as it can, but Waymo is bounding ahead. It just announced plans to bring its fleet to Denver, Colorado, and Seattle, Washington—though for now, the vehicles will still have human drivers behind the wheel as part of an initial testing phase. This step is designed to fine-tune operations and ensure the cars are ready for fully autonomous rides in the future.
Read: Waymo’s NYC Debut Comes With Training Wheels
Denverites can expect to see a mixed Waymo fleet of Jaguar I-PACE SUVs with its fifth-gen Waymo Driver and Zeekr RTs equipped with the sixth-gen system. Both vehicles will have human drivers behind the wheel to begin. They’ll gather data about the entire city while Waymo coordinates with state and city officials.
Local Voices Onboard
Speaking of those officials, they sound enthusiastic about the move. Governor Jared Polis said, “I’m excited to help Coloradans get where we want to go faster, safer, with additional transportation options.” Mayor Mike Johnston added, “Waymo’s innovative, climate-friendly technology will not only make our streets safer but cleaner, and I can’t wait for my first ride.”
At the same time, Waymo is doing something almost identical in Seattle. Human drivers will guide the cars there while collecting data about traffic patterns before handing over control to the fully autonomous cars at some stage in the future. Waymo emphasized that its years of experience in areas with heavy rain, snow, and complex urban layouts will help it make its service in both locations.
Expanding The Map
This new Denver and Seattle test phase is all just a tiny piece of a much larger expansion going on for Waymo. The company already operates fully autonomous cars with no human supervision in Phoenix, Los Angeles, Austin, and Atlanta. It’s also working on expanding to Miami, Washington, D.C., New York City, and other locations.
In fact, it recently announced that the San José Mineta International Airport just gave it the green light to begin service on airport grounds. Tesla might have more coverage in Austin, Texas, but this proves that Waymo is still far ahead in the autonomous taxi business.
Automakers aren’t the only ones walking back their electric vehicle plans as Canadian Prime Minister Mark Carney has decided to give companies additional “flexibility.” As such, he’s waiving 2026 model year vehicles from the Electric Vehicle Availability Standard and will conduct a broader review to “provide additional flexibilities and reduce costs.”
As the prime minister’s office explained, the government wants to make “targeted regulatory adjustments” to ensure automotive companies remain competitive during the transition to electric vehicles. They added the “automotive sector is essential to Canada’s economy, supporting jobs, trade, innovation and the green transition.”
More: Canada Requires All New Cars Sold By 2035 To Be Electrified
The Electric Vehicle Availability Standard originally required at least 20% of new light-duty vehicle sales be zero emission by 2026. However, the rules will be amended to remove that target to reduce “economic pressure due to tariffs.”
On top of that, the government is reviewing other EVAS deadlines to ensure they “reflect market realities” and don’t place an “undue burden on automakers.” As you may recall, 60% of sales are supposed to be zero emission vehicles by 2030, while that number would rise to 100% by 2035.
Despite hitting the brakes on Canada’s electric vehicle push, Carney’s office said zero emission vehicles are “crucial for addressing climate change,” improving health, and creating significant opportunities for the economy. However, the government noted the transition to EVs is “unfolding amid significant short-term economic uncertainty” and “Canada must carefully consider how recent U.S. policy uncertainty could affect the affordability and availability of ZEVs in the integrated North American market.”
Interestingly, the government said they’ll “explore options to bring more affordable electric vehicles to Canadians.” They didn’t go into specifics, but it will be interesting to see if they’ll crack the door open to Chinese brands.
The changes to the Electric Vehicle Availability Standard were revealed as part of a larger announcement that aims to “protect, build, and transform Canadian strategic industries.” Part of this includes a new Buy Canadian Policy for the federal government as well as a Regional Tariff Response Initiative, which aims to help small and medium-sized businesses impacted by U.S. tariffs.
America’s auto policy is in flux yet again and it’s already messing with production schedules. General Motors is one of the first big names to blink. It will pause production of two electric models in December and scale back output well into 2026, a move that will bring temporary layoffs.
The decision follows policy changes from the Trump administration, which has scrapped the federal EVs tax credit and removed penalties for automakers that miss fuel efficiency targets. With fewer incentives in place, manufacturers have more reason to lean on gas-powered vehicles.
Read: Chevrolet’s Newest EV Sure Looks Familiar
According to a report from Reuters, GM’s production cuts will start in October and November when its assembly plant in Spring Hill, Tennessee, which is responsible for building the Cadillac Lyriq and Vistiq, is shuttered. In December, assembly of the two models will also be paused.
Production at this same plant will also be significantly curtailed through the first five months of 2026. This will force the company to temporarily lay off employees working on one of the two shifts at the plant
Ripple Effects at Other Sites
It’s not just this site in Tennessee that is impacted. GM has reportedly decided to indefinitely delay the start of a second shift at its plant near Kansas City. This site will be home to the next-generation Chevrolet Bolt, which is set to commence production later this year. While this move isn’t expected to impact the launch of the new Bolt, it does mean that The General will not ramp up production as much as it had initially planned.
Sales Momentum Meets Caution
GM’s electric lineup has been gaining traction, with August marking its strongest EV sales month to date at 21,000 units. The thing is, much of that surge is tied to the final days of the $7,500 federal tax credit, which expires at the end of the month. Without that incentive, demand for electric vehicles will likely ease.
The company admitted that changes are less about immediate EV demand and more about preparing for slower overall industry growth. In a statement to Reuters, GM said it is “making strategic production adjustments in alignment with expected slower EV industry growth and customer demand by leveraging our flexible ICE and EV manufacturing footprint.”
Still, executives are keen to emphasize that the automaker is not backing away from electrification entirely or they’re just putting on a brave face. According to GM head of North America Duncan Aldred, “the strength of our ICE portfolio will continue to separate our brands from the pack and give us flexibility and profitability that EV-only companies lack.”
Love him or hate him, Elon Musk has built a reputation for sometimes making the impossible seem inevitable. From electric cars dominating global markets to rockets that land themselves with pinpoint precision, his record is extraordinary. Yet, even for someone with those successes, the 2025 CEO Performance Award just presented by Tesla’s board represents a challenge of unprecedented scale.
Read: Tesla Just Quietly Fixed A Problem Owners Have Complained About For Years
The plan could grant Musk over 423 million shares and a total compensation package of around $1 trillion. Of course, that only happens if Tesla hits some staggering milestones. The award is split into 12 tranches, each unlocking as Tesla hits specific market capitalization targets.
According to the SEC filing detailing the package, it goes as follows: the first tranche at $2 trillion, nine more at $500 billion increments, and the final two at $1 trillion each, culminating in a mind-bending $8.5 trillion valuation by 2035. Right now, Tesla is worth a little over $1 trillion.
A Trillion-Dollar Tightrope
Market cap is only a small piece of the story, though. Musk must also achieve at least $400 billion in sustained annual adjusted EBITDA and hit operational targets that push Tesla into uncharted waters. Among them: putting 1 million fully autonomous Robotaxis into commercial service and delivering 1 million Optimus AI bots.
Market cap is only a small piece of the story. Musk must also deliver at least $400 billion in sustained annual adjusted EBITDA, which is finance-speak for the company’s earnings from its core business before accounting for things like taxes, interest, or non-cash costs such as depreciation.
On top of that, he faces operational goals that push the company into uncharted territory, such as putting 1 million fully autonomous Robotaxis into commercial service and delivering another 1 million Optimus AI robots.
Today, Robotaxi still requires a safety driver in the car, so these targets aren’t theoretical; they demand breakthroughs in autonomy, scaling, and execution. It’s a package that forces a hard look at Musk’s history. He’s undeniably a visionary, but he’s often over-promised and under-delivered. He’s often been late, sometimes very late, about tech promises. That’s to say nothing of his political engagement.
Betting His Legacy On Autonomy
At the same time, if he can actually achieve everything laid out in this compensation package, it’ll be hard to argue that he’s not the defining innovator of our era. That said, the board has set up this award in a way that Musk can’t simply hit the goals and cash out.
He must remain at Tesla for the next 7.5 to 10 years. The goals must be met by 2035. Tesla said it “believes that Mr Musk’s vision and leadership are critical to nailing that execution”.
At this point, all of Musk’s promises of autonomy are all the more intriguing. His salary and perhaps his legacy rely on him being right about Tesla leading the autonomy charge sooner rather than later.
If you own an electric Porsche in North America, public charging is about to get a whole lot easier. Starting on September 9, owners will gain access to the Tesla Supercharger network, which provides them with the opportunity to charge at any of the 23,500 charging locations across the continent, all enabled thanks to a new NACS DC adapter.
The newly developed adapter will be provided free of charge for all 2026 Porsche Taycan and Macan Electric models. Owners of the current 2025 Taycan and Macan Electric are eligible to receive a complimentary adapter, available through the My Porsche application.
Read: Forget Cables, The Electric Cayenne Can Charge Hands-Free
Anyone who owns a 2024 or older Taycan can also use the NACS DC charger, but will need to pay $185 and order it from the Porsche Online Shop or pick one up from a Porsche center.
Getting Started
Access to the Tesla Supercharger network will start with a soft launch, where Porsche owners must use the Tesla app to enable charging. In the coming months, it’ll be possible to charge directly through the My Porsche app. Other stations from Ionna and Electrify America with NACS ports can be activated directly through the My Porsche app at launch.
Charging Made Easy
All eligible Porsche electric vehicles from 2026 onward will incorporate the new charging stations into their navigation systems, while older models will receive over-the-air software updates to show these newly available charging points.
“We are continually working to make every aspect of Porsche ownership as convenient as possible for our customers – and this news represents a significant step for owners of our electrified cars,” Porsche Cars North America president and chief executive Timo Resch said. “As we launch this offering, in the coming months we will be adding more features to make the process even more seamless.”
Why an Adapter Is Still Necessary
Interestingly, neither the 2026 Taycan nor the 2026 Macan Electric have the North American Charging Standard port, hence why an adapter is needed. This is despite the fact that, in 2023, it was confirmed that future VW, Audi, Porsche, and Scout EVs would use the NACS charging port from 2025.
US immigration authorities have detained at least 450 people in a raid at Hyundai’s new EV plant in Georgia. Atlanta’s Bureau of Alcohol, Tobacco, Firearms and Explosives confirmed that it had apprehended hundreds of “unlawful aliens,” but South Korea has expressed concern over reports that 30 of the detained were its country’s nationals.
ATFA Atlanta said it had joined forces with various federal organizations including Immigration and Customs Enforcement (ICE), the FBI and Drug Enforcement Administration (DEA) to perform the operation on September 4. The search warrant executed cited allegations of “unlawful employment practices and other serious federal crimes,” the Department of Homeland Security said.
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“Today @ATFAtlanta joined HSI, FBI, DEA, ICE, GSP and other agencies in a major immigration enforcement operation at the Hyundai mega site battery plant in Bryan County, GA, leading to the apprehension of [around] 450 unlawful aliens, emphasizing our commitment to community safety,” ATFA Atlanta wrote on X.
A High-Profile Target
The raid took place at the $7.6 billion, 3,000-acre EV site opened by Hyundai close to Savannah last year. Agents were focused on the construction zone for the new battery plant that’s scheduled to open in 2026, and Hyundai claims the operation didn’t impact the neighboring EV plant, which currently produces the Ioniq 5 and 9.
Though US authorities haven’t released names or details of the 450 people it detained at the site, Korean media reports that 30 are Korean nationals, something that has alarmed the country’s lawmakers.
Diplomatic Tension
“The economic activities of Korean investment companies and the rights and interests of Korean citizens must not be unfairly infringed upon during US law enforcement operations,” a spokesperson for the country’s foreign ministry said in a statement. South Korea sent diplomats to the site, BBC News reports.
President Trump pledged to deport undocumented migrants in the run-up to his 2024 election victory, but he has also said he welcomed foreign companies to set up manufacturing businesses inside the US, as Hyundai has done.
Today, @ATFAtlanta joined HSI, FBI, DEA, ICE, GSP and other agencies in a major immigration enforcement operation at the Hyundai mega site battery plant in Bryan County, GA, leading to the apprehension of ~450 unlawful aliens, emphasizing our commitment to community safety. #ATF pic.twitter.com/su6raLrLu6
— ATF Atlanta (@ATFAtlanta) September 4, 2025
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