Maintaining your own car has long been a badge of pride for some and a financial necessity for many others. Swapping fluids, filters, or brake pads is part of the standard weekend maintenance ritual for countless drivers.

But for one Hyundai Ioniq 5 N owner, that sense of self-reliance recently hit a wall, or more precisely, a brake caliper. He discovered that replacing the rear pads on his EV wasn’t as simple as it used to be. Now, Hyundai has responded.

More: Apparently You Need Hyundai’s Permission To Change Your Own Brakes

It might seem odd that someone has already burned through their rear pads, especially on an EV, but it happened because the owner drove this car the way Hyundai wants owners to: hard and on the track.

When he tried to replace these pads, he learned that he needed to retract the electronic parking brake. That’s where this easy DIY job took a scary turn.

When Maintenance Gets Complicated

One way to retract the brake is to use Hyundai’s Global Dynamic System (GDS). That software and the hardware that goes with it can cost almost $6,000, as we’ve seen online. Don’t worry, though, there’s another option called the J2534 Diagnostic Tool, which Hyundai supports, as seen in an official document discovered by TheDrive.

According to the owner, Redditor u/SoultronicPear, the software costs $60 a week (or less on average for longer time periods) and requires the use of a J2534 adapter that can be found for around $2,000.

Hyundai currently approves only three options for this tool: the CarDAQ Plus 3, Bosch’s MTS 6531 and DG Technologies’ d-briDGe PRO, adding that, “under no circumstances do we recommend the use of a
non-approved J2534 device”. So be warned.

Credentials Required

More importantly, beyond that, using the tool requires special National Automotive Service Task Force (NASTF) authentication and a constant internet connection.

But here’s the kicker. Only certified repair shops or repair businesses are supposed to get access to that software. NASTF told the owner that “NASTF credentials are for use by qualified technicians, mechanics or locksmiths working in businesses providing repair or replacement services.”

Hyundai Speaks Up

Before publishing our first coverage of this issue, we reached out to Hyundai for comment. After the story went live, the automaker responded with the following statement to Carscoops:

“Hyundai is committed to supporting both our dealer network and independent repair facilities with safe, secure, and accessible service solutions. For vehicles equipped with electronic parking brakes, including the Ioniq 5 and Ioniq 5 N, the official repair procedure requires placing the rear calipers in service mode using either our Global Diagnostic System (GDS) or the J2534 application.

This ensures proper functionality and customer safety. Hyundai recently expanded access through an update to our J2534 application, enabling aftermarket users to perform functions previously restricted by the GDS secure gateway.

While authentication through NASTF is required for sensitive operations, this step helps maintain security and accountability. Our official dealer tool (GDS) is also available for purchase by anyone. Hyundai is actively exploring ways to make routine maintenance easier for all customers while upholding safety standards.

We appreciate the interest in DIY repairs and will continue working toward solutions that balance convenience with security.”

Seeking more detail, we pushed Hyundai to clarify whether a skilled owner could realistically do the job at home. The company followed up with this explanation:

“DIYers can replace brake pads on the Hyundai Ioniq 5 and Ioniq 5 N, but it requires specific steps and tools. Because these vehicles use electronic parking brakes, the rear calipers must be placed in service mode using either Hyundai’s Global Diagnostic System (GDS) or the J2534 application with a compatible pass-through device.

Both tools are publicly available, though GDS is more expensive and J2534 requires NASTF authentication for secure functions. Without these tools, the job cannot be done safely, as manual retraction could damage components.

Hyundai is not restricting DIY repairs, in fact, recent updates have expanded access, and we continue to explore ways to make routine maintenance easier while maintaining safety and security.”

So, yes, it can be done. But unless you already own the specialized tools or have deep pockets, the process can cost about as much as a tired old hatchback from the classifieds.

For now, at least until a cheaper workaround surfaces (we’re looking into it, so stay tuned), the Ioniq 5 N’s rear brakes may remain one of those maintenance jobs probably best left to the professionals.

Toyota has broadened the ever-expanding Land Cruiser family with the smaller, more accessible FJ. The catch? It’s only available in select Asian markets. But fear not, as according to a new report, this might just be the start.

A new SUV and pickup duo is said to be in the works, potentially marking a turning point for the storied Land Cruiser name.

More: Toyota’s Baby Land Cruiser FJ Looks Retro Enough To Break Your Heart

All Land Cruiser models since 1951 have been built on rugged ladder-frame foundations, defined by their focus on durability, reliability, and off-road prowess.

A Softer Side of Land Cruiser

Now, according to unnamed inside sources cited by Japan’s Best Car, an upcoming pair of Land Cruiser SUV and pickup, described by those same insiders as “the beginning of a new chapter”, are set to break from that long-held tradition.

Both are said to adopt a unibody structure, favoring on-road comfort and daily drivability over the usual body-on-frame toughness.

While these reports should be taken with a measure of caution, they immediately call to mind two familiar concepts: the Toyota EPU pickup truck and the larger, three-row Land Cruiser Se SUV, both shown at the 2023 Japan Mobility Show.

According to Best Car, the forthcoming pickup will share styling cues with the EPU, which measured 199.6 inches (5,070 mm) in length and featured an extendable rear bed.

That setup would clearly set it apart from the new generation Hilux, Tacoma, Tundra, and Land Cruiser 70 Series trucks, all of which continue to rely on traditional body-on-frame construction.

Electric Roots, Flexible Future

Both of the 2023 concepts were fully electric, pairing large battery packs with all-wheel drive systems. Production versions could evolve from Toyota’s e-TNGA platform or shift to a different unibody layout that supports hybrid powertrains. That approach would align with Toyota’s broader “multi-pathway” philosophy, as demonstrated by the new Corolla concept.

More: Forget The Slate, Toyota Wants To Make A Cheap Small Truck For America

The report indicates that the new pickup could debut as early as 2027. Earlier coverage suggests the production version of the Land Cruiser Se SUV may arrive a year sooner, in 2026, to coincide with the 75th anniversary of the nameplate.

Will They Come to the US?

What is more interesting, but hardly surprising, is that the aforementioned pickup and SUV could be sold in North America. Current information points to the upcoming electric Land Cruiser being built in the US, which makes sense given ongoing tariff challenges and Toyota’s major push into local manufacturing, recently underscored by a $10 billion investment commitment.

Adding to this, Toyota officials have admitted they are considering an affordable pickup for the US market, a role that could be fulfilled by these new two new Land Cruiser models.

An electrified Land Cruiser pickup could go head-to-head with Ford’s forthcoming Ranger-sized EV or the eventual successor to the compact Maverick. Either way, it’s clear Toyota is positioning itself for a broader, more flexible future. We’ll be watching closely as these plans take shape.

Source: Best Car

The used-car market was absolutely red hot for a few years after 2019, driven by pandemic-related shortages that sent prices soaring across the board. It dipped in 2023 and has steadily been gaining momentum, with both demand and average transaction prices (ATP) creeping upward ever since.

More: Everyone’s Buying Pickup Trucks, But Almost No One’s Using Them That Way

Now, the third quarter of 2025 has seen a slight shift. As prices continue to increase, buyers are taking their time more than in recent history. In another strange turn, EVs are now rolling off dealer lots faster than internal-combustion models.

According to data collected by Edmunds, the average three-year-old car spent 41 days on dealer lots in the third quarter. That’s up from 37 days last year, marking the slowest “days-to-turn” pace since 2017.

Why the Slowdown?

The most likely reason is the ongoing rise in transaction prices. The average price for a three-year-old car reached $31,067 in Q3 2025, a five percent increase from $29,578 a year ago, and nearly $10,000 higher than in 2017, when comparable used models hovered around $21,000.

Three-Year-Old Used Vehicle Pricing And Turn Rates

Edmunds

That price climb means buyers are weighing their options more carefully, comparing used models to new ones that often include incentives and warranties. The last time that used cars carried an ATP of over $30,000 was 2022, when pandemic-era shortages drove demand through the roof.

Now that supply shortages have mostly faded into memory, shoppers seem more inclined to pause and weigh their choices before finally deciding to buy.

What’s Selling Fastest?

Not every aspect of the market is cooling, though. EVs have quietly become the fastest-selling segment of the used market. They’re averaging just 34 days on the lot.

Avg Days to Turn by Powertrain (3-Year-Old Vehicles, Q3 2025)

Edmunds

Hybrids take 40 days, diesels take 41, and gas vehicles take 43. Plug-in hybrids actually take the longest at 47 days before a sale. No doubt, lower mileage and attractive pricing play a role here.

EV Momentum

Used EVs sold during Q3 averaged 35,661 miles and a transaction price of $29,911. Nearly two-thirds of all three-year-old EVs were priced within the $20,000 and $30,000 range. Across the rest of the used-car market, only 42 percent fall between those two prices.

EVs in that range also tend to show less wear since roughly 66 percent have fewer than 40,000 miles on the odometer. Essentially, EVs are providing the best value in the used market at the moment. At the same time, they make up just 1.6 percent of total used inventory.

Despite limited availability of 2022 EV models, they still represented eight of the 19 fastest-selling three-year-old vehicles, reflecting growing shopper interest even as demand for new ones cools. The deals are out there; they just might be hard to find.

EVs like the Hyundai Ioniq 5, Volkswagen ID.4, and Ford Mustang Mach-E offer substantial savings compared with their original sticker prices, often undercutting new examples by more than $25,000. On the flip side, ICE cars such as the Toyota GR Supra and Lexus NX 350h have held their value surprisingly well

19 Fastest-Selling Models in Q3 2025

Edmunds

Middle-class families are struggling to afford insurance in southwest Florida. Realtors say a wave of foreclosures could be coming.

(Image credit: Ryan Kellman)

Well-meaning city dwellers forgo permits and official procedure to rewild urban areas across the country. In downtown LA, artist Doug Rosenberg is trying to push the grassroots movement forward.

(Image credit: Courtney Theophin/NPR)

The vast Ohio River Basin is poised for a multi-year ecological restoration after years of industrial pollution, but only if Congress decides to fund it.

Mazda has been busy polishing its lineup of straight-six-powered crossovers, pouring attention into its larger and more profitable models. Yet, as the Hiroshima brand shifts focus to electrification and SUVs, the rest of its range has been quietly gathering dust.

Future Cars: Nissan’s 2027 Versa Could Prove Cheap Doesn’t Have To Mean Boring

Apart from the refreshed CX-5 and a few Chinese-sourced EVs, not much has been happening in Mazda’s compact corner. And the silence surrounding a successor to the 3 has been deafening, with no sign of it anywhere in the brand’s future product roadmap.

Reports suggests the compact offering won’t see light beyond 2026, which, if true, is an utter shame for a company that once prided itself on fun-driving sedans and hatchbacks. Has Zoom-Zoom transitioned into the land of doom?

Could China Keep the 3 Alive?

When Mazda axed the long-serving 6 sedan and wagon, many thought it would be replaced by a rear-drive, inline six proposition to compete with BMW M340i and Audi’s S4.

That dream never materialized. Instead, select markets such as Europe and Australia received the Deepal-based Mazda 6e/EZ-6, while North America was left out of the equation.

This begs the question: could the 3 see the same fate and become another Deepal-derived product? After all, it would make sense as Mazda is a small player compared to many of its rivals, leaning into Changan’s portfolio helps keep development costs in check. 

Also: New Mazda 6e Costs Twice As Much In Europe As It Does In China

Adding weight to the theory are recent trademark filings for the Mazda3e in Australia, the UK, and Europe, while the Chongqing-based automaker has also unveiled its smaller L06 sedan under the newly formed China Changan Automobile Group.

While purely speculative at this point, Deepal’s L06 could very well underpin the first-ever Mazda3e. Curious as to what form it could take? Let’s look at what we can expect.

An Electrified Twist

If Mazda takes the same route as the 6e, the 3e would borrow Deepal’s existing hardware. The L06 itself is set to launch in two forms: a range-extended hybrid (EREV) and a fully electric variant.

The EREV pairs a 97 hp 1.5-litre naturally aspirated engine with a 28.39 kWh LFP battery and a 190 kW (255 hp) electric motor on the rear axle. It offers an EV-only range of 180 km (about 112 miles) on the WLTP cycle, while the internal combustion engine’s fuel consumption is rated at 4.38 litres per 100 km, or roughly 54 mpg.

The electric version of the Deepal L06 is equipped with a single rear axle motor that produces 268 hp (200 kW). This variant will offer two battery packs, a 56 kWh battery and a larger 69 kWh pack with a range of 416 miles (670 km).

Interior Smarts

Inside, expect a more premium aesthetic compared to its Deepal donor car, and (annoyingly) the all-screens trend as seen in the new CX-5 and EZ-60 SUVs.

A 3-nanometre automotive-grade cockpit chip will help power the 50-inch AR-HUD (Augmented Reality Head-Up Display, infotainment, and Level 2+ driver assist systems, with the latter benefiting from standard LiDAR fitment.

Read: Mazda’s Global $16,800 Chinese SUV Makes America’s Cheapest Cars Look Overpriced

It has more space, too. Measuring 190 inches (4830 mm) in length, the sedan is notably longer than the current Mazda3 and just a whisker shorter (and wider) than the discontinued 6. This increase repositions it into a larger segment, which will help remedy one of the 3’s most significant shortfalls: tight rear seating.

Kodo Design

Our artistic interpretation of the Mazda 3e retains the automaker’s Kodo design language but keeps the donor car’s glasshouse and doors. The front end is an evolution of the Mazda 6e, with an illuminated front panel flanked by split-tier headlamps and active grille shutters in the lower portion of the bumper.

More: BMW’s New iX4 Could Finally Give The Model Y Something To Worry About

The side profile sports curvaceous sheet metal, semi-flush door handles and a coupe‑like roofline. Love or hate it, the LiDAR unit sits at the top of the windscreen, while out back, the sports a rear diffuser and full‑width taillight strip with circular elements.

Final Thoughts

It’s worth noting that Mazda has yet to confirm whether the current 3 will receive another generation or if a reskinned Changan product will replace it.

If the latter comes to fruition (likely in the next 24 months), the Tesla Model 3 rival will be off the cards for North American consumption. Still, it will rival a variety of electrified options like Hyundai’s Ioniq 6 and BYD Seal in European and Asia Pacific markets.

Should Mazda tap into its Changan joint venture for the next 3? Share your views in the comments below.

We’ve all heard the stereotype: electric truck owners are latte-sipping tech bros cruising around in Rivian R1Ts or Tesla Cybertrucks to look adventurous rather than be adventurous. It’s an easy image to picture – clean trucks, unscuffed tires, not a hint of mud in sight. No doubt, the entire truck market is far too full of folks who own them but don’t use them.

That’s an entirely different topic we’ve already covered. Today, we focus in on another truth that data has unveiled. It’s not just “real” truck folks that are hauling and off-roading. EV truck owners behave almost exactly like their gas-powered counterparts.

Also: Everyone’s Buying Pickup Trucks, But Almost No One’s Using Them That Way

Carscoops obtained data from Strategic Vision, a company that surveys some 250,000 people annually about the way they use their vehicles. That data paints a very clear picture of where truck drivers take their rides, what they do with them, and how size and powertrain affect those figures.

Who’s Actually Getting Dirty?

For example, off-roading is a hobby that around one in every three truck owners enjoys. 31 percent of alternative powertrain (ATP) truck owners report doing light off-roading. Think gravel or dirt roads, at least once a month.

That’s nearly identical to the 29 percent of standard truck (think Toyota Tacoma) owners who report the same. What about full-size truck owners? 32 percent of them take to the dirt or gravel at least once a month.

Off-Roading Activity by Truck Type

When the trail gets harder to cope with, the data doesn’t change much either. Serious off-road terrain, like rocks, mud, and streams, is the playground for 11 percent of ATP truck owners once a month or more. 13 percent of standard truck owners and 15 percent of full-size truck owners say the same.

Put another way, electric truck owners aren’t babying their rigs. If anything, they’re using them just as often for weekend adventures as those of ICE-powered ones. Perhaps the most interesting data in the entire lump that we collected is how heavy-duty truck owners differ from everybody else.

Those drivers are significantly more likely to do both types of off-roading that we’ve discussed. That tracks since these folks are often hauling equipment into fields, farms, and job sites.

Truck Bed Utility and Driving Behavior

Hauling Habits

Speaking of hauling, it’s another place where we see clear evidence that EV truck owners don’t just drive as though they’re in a crossover or car. Data shows that 64 percent of them use their bed to haul something at least once a month.

In fact, they do it more often than standard truck owners at 58 percent and full-size pickup owners at 61 percent, though obviously less than heavy-duty truck owners, who lead the pack at 74 percent.

More: America’s Truck Tariffs Just Opened A New Trade Front

On top of that, driving purely for enjoyment is common across all three core segments, with 89 to 90 percent of owners saying they do it regularly, while heavy-duty truck owners come in slightly lower, but still high at 82 percent.

No doubt, APT truck owners tow less frequently than combustion engine classes. That makes sense given the big issues with towing range, charging infrastructure, and charging speed. But when it comes to everyday utility, APT pickup drivers are putting their trucks to work.

Electric, But Every Bit a Truck

This data undercuts one of the most persistent cultural divides in the pickup world. For years, EV truck buyers have been portrayed as outsiders. Newcomers who love the look and lifestyle of a truck but not the dirt under the fingernails. The numbers suggest otherwise.

Also: Your Green Plug-in Hybrid Is An Eco Sham, Study Finds

Whether it’s a Ford Lightning hauling mulch, a Rivian R1T chasing forest service roads, or even a Cybertruck owner heading for a campsite, electric truck drivers are proving that capability isn’t defined by what’s under the hood, but how the truck gets used.

So while the stereotype might linger in comment sections, the evidence is clear: EV truck owners aren’t replacing trucks with toys. They’re just redefining what it means to be a truck owner.

Truck Owner Usage Summary

It’s been a year since Rivian and Volkswagen joined forces on a new zonal electronic architecture for their future electric models. Initially, the partnership only called for future EVs to use the American brand’s software, and while this will still happen, VW has said it may also use the software for its upcoming ICE models as well.

The software stack itself is being developed by the joint venture known as RV Tech, which has set up shop in Berlin and already counts 1,500 employees.

The team is preparing for its first major milestone: winter testing in early 2026, using vehicles from VW, Audi, and Scout to ensure the new system performs reliably in freezing conditions.

Read: VW’s Future EVs Might Run On A Platform It Didn’t Even Build

One of the first vehicles to benefit from the new system will be the all-electric VW ID.Every1 that’s scheduled to hit the market in 2027.

VW will also use the same RV Tech technology stack for other EVs based on its new SSP platform, which can support up to 30 million vehicles. Further down the line, ICE models could follow, using the same software.

“For sure, it is an extremely capable architecture and we could allow for future use to also use it for ICE, but as we already outlined our clear focus is on BEV implementation and whatever comes after that is to be decided at a later stage,” co-chief executive of the RV Tech joint venture, Carsten Helbing, told Autonews.

“The architecture is highly capable of also driving additional drivetrain configurations. So we do not see a huge issue there, but of course, it’s additional work on the component side and on the platform side.”

Rivian Models Also Getting The New Tech

Of course, it’s not just VW models that will use the new system. Rivian will also use the technologies being developed by RV Tech for its R2, R3, and R3X models and will update its current fleet with the latest software.

“We remain incredibly excited by the work coming out of our joint venture with Volkswagen Group,” Rivian boss RJ Scaringe noted.

“RV Tech has gone from strength to strength over the last 12 months and is raising the bar in automotive technology. We’re incredibly excited about the launch of R2 in the first half of next year, which will showcase the advancements the joint venture has made,” he added.

Source: Autonews

While the loss of the federal EV tax credit in the United States threw a wrench into sale figures in October, the global picture told a more upbeat story. New data shows worldwide sales of battery-electric and plug-in hybrid vehicles climbed 23 percent, powered by a surge in demand across Europe and China.

Read: Hyundai And Kia EV Sales Collapse After Tax Credits Vanish Overnight

According to data from Rho Motion, an estimated 1.9 million electric and plug-in hybrid vehicles were sold globally last month, a 23 percent rise over October 2024.

The figure, however, was slightly lower than the 2.1 million plug-in passenger cars and light-duty vehicles sold in September.

Unsurprisingly, Rho Motion’s data reveals that China continues to lead the way with a total of 1.3 million EVs and PHEVs sold last month, marking a 6 percent increase over the same month last year.

EV SALES 2005 YTD (JAN-OCT) VS 2024 YTD

• Global: 16.5 million, +23% 
• China: 10.3 million, +22%
• Europe: 3.4 million, +32%
• North America: 1.6 million, +4%
• Rest of World: 1.3 million, +48%

Over in Europe, October deliveries jumped 36 percent from last year to 372,786 units, including 32 percent growth in BEVs and an even steeper 47 percent climb in PHEVs. Although the total was down from the 427,000 vehicles registered in September, year-to-date EV growth across Europe remains at 32 percent.

Germany’s EV sales have risen 45 percent year-to-date, while the UK is up 31 percent. France, however, remains slightly in the red at minus 2 percent. Spain has more than doubled its tally, and Italy has matched Germany’s pace with a 45 percent year-to-date increase.

Beyond these regions, EV and PHEV sales in the rest of the world climbed 37 percent to 141,368 units. The contrast with North America, however, could hardly be sharper.

What Happened in North America?

After the Trump administration axed the EV tax credit worth up to $7,500 for newly-purchased and leased vehicles, sales in North America collapsed by 41 percent to 100,370, This follows record highs in August and September, when buyers rushed to secure incentives before the cutoff on September 30, 2025.

Month-on-month comparisons show how steep the drop was. Ford’s BEV sales fell 60 percent (Mach-E, F-150 Lightning, E-Transit), Hyundai’s plunged 77 percent (Ioniq models), Kia’s dropped 77 percent (EV6, EV9), Honda’s fell 83 percent (Prologue), and Subaru’s nearly vanished, down 97 percent (Solterra). Each brand also saw year-over-year declines.

In Canada, Rho Motion says EV sales have stayed sluggish through 2025, weighed down by reduced purchase incentives and the government’s decision in September to pause the 2026 EV mandate.

Market Outlook

Rho Motion data manager Charles Lester expects the European and Chinese markets to remain strong through the rest of the year: “In Europe, the overall year-to-date growth figure remains relatively high and we’re expecting strong sales towards the end of the year,” he told Reuters.

He added that the Chinese market should stay robust through November and December, aided by a “pull forward” effect as the country transitions from a full purchase tax exemption on new energy vehicles to a 50 percent exemption.

Mitsubishi sales soared 25.8 percent in the United States last year, but their fortunes quickly reversed as year-to-date sales have fallen more than 11 percent through the third quarter. On top of that, the company killed off the popular Mirage, while its aging lineup continues to grow older.

Needless to say, things are looking bleak and that’s before mentioning tariffs and economic uncertainty. However, the automaker is planning a “strategic shift” that promises to “significantly strengthen” their position in the United States.

More: Mitsubishi Will Launch A Second New SUV For The Great American Outdoors

That’s according to a new letter sent to dealers by Mitsubishi Motors North America CEO Mark Chaffin. Autonews says the executive was coy on specifics, but teased this represents a “game-changing moment.” He also reassured dealers that “North America is a priority” for the company.

The lack of substance isn’t very reassuring, but Mitsubishi recently announced a couple of new models for North America. The first is an electric vehicle based on the redesigned Nissan Leaf.

It arrives in the summer of 2026 and will presumably share powertrains with the Leaf. This means we can expect a 75 kWh battery pack as well as a front-mounted motor producing 214 hp (160 kW / 218 PS) and 261 lb-ft (353 Nm) of torque.

The model could also offer an entry-level variant with a smaller 52 kWh battery as well as a 174 hp (130 kW / 177 PS) motor.

It will be joined in late 2026 by a rugged version of the Outlander. The company has previously said the crossover will have unique styling inside and out as well as performance upgrades and off-road focused drive modes.

Additional models are in the works and one is said to be a mid-sized crossover that would slot above the Outlander. It could arrive in 2028, offer three-rows of seats, and be built in the United States by Nissan.

Dealers are also hoping for a mid-size sedan and a truck, potentially based on the Nissan Frontier. “We could use an entry-level sedan as many OEMs are leaving the segment,” said Mitsubishi dealer board Chairman R. C. Hill, speaking to Automotive News. “Every Mitsubishi dealer would like a truck.”

While it remains to be seen if they’ll get what they want, Chaffin told them the company will be “expanding our focus beyond BEVs to include ICE, HEV, and PHEV models.”

Source: Auto News

Not long after Tesla began renting out its cars from two California locations, the EV maker is reportedly exploring another shift in strategy, one aimed at sparking fresh demand: bringing Apple CarPlay to its vehicles.

If that turns out to be true, it would mark a surprisingly pragmatic turn for Elon Musk, who’s spent years brushing off the idea of letting Apple CarPlay or Android Auto anywhere near Tesla’s carefully walled software garden. Maybe the wall’s starting to crack.

Read: Tesla Can’t Sell Its EVs So It’s Renting Them Out From $60 A Day

While Tesla hasn’t commented on the report from Bloomberg, unnamed insiders say the automaker has started internal testing of the system and could be ready to roll it out in the coming months.

Bloomberg’s report suggests Tesla plans to offer the standard version of Apple CarPlay rather than the new CarPlay Ultra, which can take over the entire infotainment system and extend across multiple displays, including the digital gauge cluster.

Instead, Tesla appears to be preparing to include CarPlay as an optional feature within its own software, much like most mainstream carmakers do.

The addition would give Tesla drivers access to well-known Apple services such as iMessage, Apple Music, and Apple Maps. According to the report, Tesla aims to implement the wireless version of CarPlay, allowing users to connect without plugging in their phones.

The Importance of CarPlay

Elon Musk has spent years criticizing Apple and rejecting the notion of CarPlay integration. Rivian holds a similar stance, and GM recently decided to phase out both CarPlay and Android Auto from its upcoming models. Still, surveys consistently show that for many buyers, these features are far from trivial extras.

A study from McKinsey & Co. last year revealed that 30 percent of those in the market for an EV and 35 percent of prospective buyers of a new combustion car said that not having Apple CarPlay or Android Auto is a deal-breaker. This means that Tesla could be losing thousands of sales every month.

Source: Bloomberg

Smart might be eager to reconnect with its roots when the next-generation Fortwo arrives in late 2026, but the brand has a surprising second act in the works, one that ventures far from its comfort zone.

The company that’s a joint venture between China’s Geely and Mercedes-Benz is developing its first-ever sedan, a move that pushes into new territory. The four-door model is expected to join Smart’s lineup in the coming months, marking an important shift for the company best known for its pint-sized city cars.

More: Smart Just Killed Hopes Of A ForFour Comeback

Rumors of the Smart #6 first surfaced in early 2025, hinting that it might go head-to-head with the Tesla Model 3. Those reports now carry weight, as fresh photos of camouflaged prototypes have appeared on Chinese social media, offering an early glimpse of the newcomer.

One prototype was spotted by a Weibo user during road testing in Cixi, Ningbo. Its aerodynamic shape fits the modern electric sedan template, complete with a smoothly tapering roofline that blends into the rear deck.

Compared to other Smart models, the upcoming sedan sports aggressive headlights that will likely be connected by a full-width LED bar.

Weibo

We can also see the slim DRLs flanking the large bumper intake and the roof-mounted Lidar section. The rear looks more like a baby Mercedes, with an active rear spoiler reminiscent of the McLaren SLR.

The other prototype appears to be less advanced as it is covered in heavier camouflage. However, a photo under the rear reveals dual exhaust pipes, confirming the presence of a combustion engine under the hood. The sedan will most likely feature a range-extender powertrain, just like the one offered in the Smart #5 SUV.

More: Smart’s New #5 Compact SUV Isn’t Coming To The US And That’s A Mistake

Weibo

The powertrain in that model pairs a 1.5-liter turbocharged engine producing 161 hp (120 kW / 163 PS) with a single electric motor rated at 268 hp (200 kW / 272 PS). Battery options include 20 kWh and 41 kWh packs.

In the boxy Smart #5, the larger battery offers an electric-only range of 252 km (157 miles) and a combined CLTC range of 1,615 km (1,004 miles). The sleeker, more aerodynamic profile of the #6 should deliver even better numbers, benefiting from its streamlined shape and lower drag.

The sedan is expected to share its underpinnings with the Zeekr 007, using Geely’s PMA2+ architecture. The platform supports both single-motor rear-wheel-drive and dual-motor all-wheel-drive configurations, giving Smart flexibility in how it positions the car.

Judging by the current state of the prototypes, the Smart #6 seems to be nearing production readiness. What remains uncertain is whether it will stay exclusive to China or make its way into global markets.

We rely on batteries now more than ever, from our phones and laptops to electric vehicles. But the ones powering today’s technologies aren’t without their shortcomings. They can be expensive, flammable, and they rely on increasingly in-demand materials that must be mined and processed. Researchers at Western University are working on a new type of …

The post Solid-state sodium batteries could be safer, cheaper, more powerful option appeared first on Alternative Energy HQ.

Despite the federal government shut down and amid students continuing to die or be injured in the school bus “Danger Zone,” the Senate agreed on the importance of child safety with a resolution designating October 2025 as School Bus Safety Month.

Introduced by Sens. Deb Fischer of Nebraska and Gary Peters of Michigan, Senate Resolution 484 was filed on Nov. 5 and the full chamber agreed via unanimous consent to the language Monday. But it was originally scheduled for a vote on Oct. 1, the first day of the government shutdown.

“We stayed on them every day to get together and vote on it even with the government shutdown, which was very hard to do,” said Ward Leber, founder of the Child Safety Network, which has been the organization championing the resolution since 2013, when current Senate Majority Leader John Thune threw his full support behind it. “When both sides knew internally a deal was going to happen to reopen within a few days, our constant pushing paid off.”

Leber said this year’s resolution is dedicated to the memories of two 11-year-old girls who were killed as they were boarding and exiting their school buses.

“As a sergeant, a supervisor of school resource officers, and most of all as a father, I know the deadly outcome that can occur when drivers illegally pass school buses,” said Sgt. Dan Sperry, who spoke at STN EXPO West in 2016. “My 11-year-old daughter Makayla died in my arms just after stepping off her bus. I am proud to serve alongside the volunteers of CSN’s Senior Advisory Board, and grateful for all of the dedicated school bus professionals working every day to prevent another family from suffering a preventable tragedy.”

Leandra Backner, whose daughter was killed in 2022 after she tripped and was run over by her school bus, said “it warms my hear that the U.S. Senate has upheld School Bus Safety Month since 2013, honoring Annaliese’s memory through its ongoing commitment to safety.”

Sen. Peters said in a statement parents should have “peace of mind that when they drop their kids off at the bus stop, they will get to school and back home safely.”

The resolution results in funding for an NFL-themed PSA that alerts the public when it’s not safe to pass, especially when a stopped school bus is involved. The program is scheduled to launch in early 2026 around the Super Bowl.

It also touts the CSN Safe Ride campaign that offers school bus driver training, school bus technology, and free safety and security resources to school districts. To date, CSN said it has provided security awareness training materials to over 14,000 public and private schools, trained over 125,000 school bus operators and provided more than 175,000 counter-terrorism guides.

Peters also introduced last month the Brake for Kids Act to create a PSA about the dangers of illegally passing school buses.

In his home state, the Michigan Association for Pupil Transportation recently filmed a PSA with NASCAR driver Ryan Preece, a member of the RFK Racing Team owned by Jack Roush, the founder and chairman of Roush Enterprises that includes ROUSH CleanTech. The company provides propane autogas and gasoline fuel systems to Blue Bird in partnership with Ford.

Related: STN EXPO Speaker to Discuss Daughter’s School Bus Death
Related: Colorado Senate Approves $5.5M to Improve School Bus Safety
Related: School Bus Drivers, “What’s Important Now?”
Related: Senate Recognizes School Bus Safety Month in ‘Tribute Year’

The post Senate Supports October School Bus Safety Month for 12th Consecutive Year appeared first on School Transportation News.

CAMPBELL, Calif. – ChargePoint (NYSE: CHPT), a global leader in electric vehicle (EV) charging solutions, has released a new generation of the ChargePoint Platform, a flexible software solution designed to redefine EV charging. Re-engineered from the ground up, the ChargePoint Platform empowers operators to optimize any charging infrastructure, from a single site to a global network, while ensuring seamless integration with evolving energy systems.

“The new ChargePoint Platform is more than just modernized software, it is a catalyst for an electrified future,” said Rick Wilmer, Chief Executive Officer at ChargePoint. “ChargePoint has manifested our deep expertise in EV charging to deliver the industry’s most advanced software platform, which is complemented by a robust hardware integration to enable our customers to accelerate the transition to sustainable mobility, regardless of what charger models they are operating in the field.”

The ChargePoint Platform was developed for leading fleet operators, commercial customers, vehicle OEMs, charge point operators (CPOs), and energy providers. Early adopters have already deployed the ChargePoint Platform in diverse environments, from urban transit depots to highway charging corridors, ensuring its flexibility and performance in real world scenarios.

“The ChargePoint Platform has transformed how we manage our EV charging operation. Features like the AI data assistant, enhanced search and instant session details have made data analysis faster and more intuitive,” said Mitch Johnson, Sr. Manger of Global Real Estate, Energy and Sustainability at Verizon. “The ChargePoint Platform is helping us achieve our energy management goals more efficiently than ever before.”

ChargePoint Platform Highlights: Intelligence and Integration

AI-Driven Optimization: Leveraging advanced artificial intelligence, the ChargePoint Platform continuously analyzes usage patterns, energy supply conditions, charging station health and vehicle context to optimize charging schedules, predict maintenance needs, enable dynamic pricing strategies and enhance the overall driver experience. AI-powered insights enable proactive decision-making, reduce downtime, and drive operational excellence across the network.

Maximize charging station utilization with Waitlist: Waitlist intelligently manages EV charging demand, ensuring every available charging spot is used efficiently. By placing drivers in virtual queues and notifying them when a station frees up, Waitlist enhances driver satisfaction, reduces congestion at your site, and ultimately maximizes the value of your charging infrastructure – all without requiring constant attention.
Frictionless Station Activation: Robust integration between the ChargePoint Platform and ChargePoint’s Installer App powers a dramatically simplified onboarding experience. Station activation is now faster and more reliable, even for deployments with multiple station types across multiple sites. This seamless process not only accelerates deployment for installers; charging providers can deliver a consistent, high-quality charging experience from day one.

Intelligent Monitoring and Control: Operators receive comprehensive access to their data through pre-configured or customizable dashboards, scheduled reporting capabilities or a user can simply ask the AI-powered Data Assistant for information. These capabilities make it easier to track performance, troubleshoot issues, and make data-driven decisions across a wide range of operational goals. Whether optimizing fleet schedules, managing energy usage or evaluating pricing strategies; operators can surface the insights that matter most on-demand.

Dynamic Energy Management: Designed to intelligently balance energy distribution, the ChargePoint Platform optimizes energy use with the goal to reduce infrastructure costs. With capabilities like real-time load balancing, reducing energy consumption when demand is high, demand response integration, support for renewable energy sources and seamless integration with utility pricing signals, the platform helps customers minimize energy costs.

Smarter Pricing: Flexible pricing tools adjust charging rates in real time based on demand, energy costs, congestion or business objectives. Designed with trust as a core product tenet, the system ensures pricing is transparent, explainable, and fully customizable. This offers station hosts complete control to optimize revenue with a wide range of pricing strategies.

Driver Experience Optimization: Charge point operators can proactively monitor and shape positive driver experiences. Through advanced analytics, real-time alerts, intelligent issue detection, operators can address issues before they impact drivers, fostering long-term loyalty. A robust set of driver administration tools enables operators to define and manage a wide range of policies, ensuring consistent and personalized experiences across every touch point.

Tailored Software Packages: The ChargePoint Platform is offered in two forms. The first, CMS Suite, is a selection of turn-key feature licenses tailored for specific use cases. The second, CMS Studio, is a fully customizable set of modules upon which a CPO can tailor a unique solution to fit their business requirements.

Manage any charger you want: The ChargePoint Platform enables true plug-and-play management of any OCPP compliant chargers, regardless of make or model. Operators can seamlessly onboard, monitor, and control chargers from different manufacturers, simplifying operations and maximizing network reliability.

Scalable, Modular and Secure Cloud Architecture: The ChargePoint Platform delivers best-of-breed feature integration by unifying the most advanced capabilities from ChargePoint’s turnkey Charger Management System (CMS), modular CMS for advanced charge point Operators (CPOs), and fleet telematics, offering customers a powerful, unified solution that blends proven reliability with next-generation flexibility. With security by design at its core, it incorporates end-to-end encryption and continuous monitoring to safeguard data and infrastructure integrity. Built as a true cloud native solution, the platform ensures unmatched scalability, resilience, and agility, enabling seamless updates and rapid innovation.

All-New User Interface: The ChargePoint Platform introduces a redesigned, intuitive user interface that streamlines every aspect of EV charging management. The new UI features:

Personalized Dashboards: Customizable views that surface the most relevant data for each user – whether managing operations, fleets, facilities, finance, and beyond – providing enhanced visibility, and empowering faster, more informed decision-making across the charging operation.

Real-Time Insights: Live monitoring of charger status, energy usage, and session analytics, all visualized through interactive graphics.
Simplified Workflows: Guided setup, automated alerts, and one-click access to key actions reduce operational complexity.

Mobile-First Experience: Responsive design ensures seamless control from any device—desktop, tablet, or smartphone.

Accessibility and Localization: Built-in support for accessibility standards multiple languages, making the platform usable for diverse teams worldwide.

ChargePoint’s mission is to make electric mobility accessible, reliable, and sustainable for everyone. The ChargePoint Platform reaffirms this commitment and is rolling out to customers now. To see a demo of the ChargePoint Platform, please visit: https://www.chargepoint.com/resources/cp-platform-demo.

About ChargePoint Holdings, Inc.
ChargePoint has established itself as the leader in electric vehicle (EV) charging innovation since its inception in 2007, long before EVs became widely available. The company provides comprehensive solutions tailored to the entire EV ecosystem, from the grid to the dashboard of the vehicle. The company serves EV drivers, charging station owners, vehicle manufacturers, and similar types of stakeholders. With a commitment to accessibility and reliability, ChargePoint’s extensive portfolio of software, hardware, and services ensures a seamless charging experience for drivers across North America and Europe. ChargePoint empowers every driver in need of charging access, connecting them to over 1.25 million charging ports worldwide. ChargePoint has facilitated the powering of more than 16 billion electric miles, underscoring its dedication to reducing greenhouse gas emissions and electrifying the future of transportation. For further information, please visit the ChargePoint pressroom or the ChargePoint Investor Relations site. For media inquiries, contact the ChargePoint press office.

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LOS ANGELES — GreenPower Motor Company Inc. (NASDAQ: GP) (“GreenPower” or the “Company”) today announced accelerated production of its all-electric school bus lineup, supported by a financing facility of up to $18 million, deployable in tranches of up to $2 million. The facility is designed to optimize cash conversion cycles, enabling GreenPower to match capital deployment with production timing as the Company scales output.

“We are entering a period of meaningful operational leverage,” said Fraser Atkinson, CEO of GreenPower. “With more than $50 million in contracted orders for our Nano BEAST and BEAST school buses, this facility allows us to convert backlog into deliveries more efficiently. Before finalizing the facility, we pre-built over 100 Nano BEAST cab chassis and 30 BEAST chassis, significantly reducing production lead times. This creates a clear path toward accelerated revenue recognition, margin expansion, and improved operating cash flow.”

GreenPower remains the only fully electric OEM manufacturing both a Class 4 Type A and Class 8 Type D school bus. This vertically integrated, purpose-built platform strategy positions the Company to capture share as the school transportation sector transitions to zero-emission fleets supported by federal and state incentives.

About GreenPower Motor Company Inc.

GreenPower designs, builds and distributes a full suite of high-floor and low-floor all-electric medium and heavy-duty vehicles, including transit buses, school buses, shuttles, cargo van and a cab and chassis. GreenPower employs a clean-sheet design to manufacture all-electric vehicles that are purpose built to be battery powered with zero emissions while integrating global suppliers for key components. This OEM platform allows GreenPower to meet the specifications of various operators while providing standard parts for ease of maintenance and accessibility for warranty requirements. For further information go to www.greenpowermotor.com

The post GreenPower Accelerates Production of All-Electric School Buses; Secures Financing Facility of Up to $18 Million to Convert Record Backlog appeared first on School Transportation News.

Ford is widening the reach of its “hands-off” driving tech, showing just how quickly features once kept for top-tier models are filtering into everyday vehicles. BlueCruise now targets the brand’s most accessible SUVs in Europe, giving buyers a taste of advanced driver assistance without having to climb the price ladder.

Besides the Puma and the fully electric Puma Gen-E, the system will soon be offered on the Kuga compact SUV and the Ranger PHEV midsize pickup as part of an optional Driver Assistance Pack.

The BlueCruise made its European debut with the Mustang Mach-E in 2023, before gradually expanding from the UK to 16 countries across the continent.

More: Ford Racing Is Readying A Secret ‘Road Car’ For January

Starting from spring 2026, Ford’s small and compact SUVs and its midsize pickup will also be offered with the hands-free system. That leaves only the VW-based Capri and Explorer EVs, the Transit/Tourneo range, and the ICE Mustang without access to the technology.

The BlueCruise, which is based on the Intelligent Adaptive Cruise Control, allows the driver to take their hands off the wheel while keeping their eyes on the road. It manages acceleration, braking, and steering, with cameras and sensors monitoring traffic, lane markings, and even the driver’s gaze and head position to ensure attentiveness.

More: Ford’s Ranger Street Truck Just Got Louder And Greener With New PHEV Punch

In Europe, the BlueCruise can be activated on over 135,000 km (84,000 miles) of highways, which are marked as “Blue Zones”. For example, one could use it to travel from Stockholm to Rome, covering 2,000 km (1,500 miles) across six countries and totaling around 25 hours of hands-free driving.

Globally, Ford and Lincoln owners have logged over 888 million km (552 million miles) using BlueCruise-equipped vehicles. However, the majority of those were most likely covered in North America.

The company says that the tech will be available in “selected new model year vehicles” of the Puma, Puma Gen-E, Kuga, and Ranger PHEV starting in spring 2026. Subscription options and pricing for the Driver Assistance Pack will be announced closer to that date.

The BlueCruise is currently available in select European markets, including Austria, Belgium, the Czech Republic, Denmark, France, Great Britain, Germany, Greece, Hungary, Italy, the Netherlands, Norway, Poland, Portugal, Spain, and Sweden.

A new British company with bluechip supercar connections reckons it’s cracked one of the biggest bottlenecks in electric car tech: how to keep batteries cool enough to charge at full speed.

Hydrohertz, a UK startup led by an engineer whose resumé includes work for McLaren, Singer Design and Land Rover, has created hardware that could make long charging stops a thing of the past.

Smarter Thermal Control

It’s called the Dectravalve, and it’s a smart, compact control unit that precisely manages the temperature of each section of an EV battery, instead of treating the whole pack as one big lump. That means every cell stays at the same optimum temperature – no hot spots, no wasted cooling, and no thermal throttling.

Also: Chinese Brand Reveals Game-Changing 808-Mile Solid-State Battery

The result? A 10–80 percent charge, which typically takes around 30 minutes on a 400-volt EV even when hooked up to the fastest available DC charger, could drop to just 10 minutes.

That’s still a bit longer than it takes to fill up a petrol car, but it’s not far off. And faster fills aren’t the only promised benefit. Because the Dectravalve keeps the whole pack at its sweet spot all the time, and not just during charging, Hydrohertz says it can boost real-world range by up to 10 percent, which could be worth 30 or even 40 miles (48-64 km).

Other bonuses include extended battery life, a reduced risk of thermal runaway, and probably more consistent maximum-attack acceleration for performance EVs used in anger.

What The Data Shows

Hydrohertz tested its setup using a 100 kWh LFP battery, and the results are impressive. The hottest cell stayed under 44.5°C (112 F), with just a 2.6°C (37 F) variation across the entire pack. Most current systems see swings of 12°C (54 F) or more, forcing chargers to slow down once things heat up past 50°C (122 F).

Keep the temperature perfectly balanced, though, and the battery can safely accept maximum power right to the end.

A Shortcut To Better EVs

The system is also “chemistry agnostic,” meaning it’ll work with any current or future battery tech. That means it’s far cheaper than developing an all-new pack from scratch, which could make it a tempting upgrade for carmakers looking to squeeze more performance out of existing designs rather then spend big on solid-state packs.

“The automotive industry has been waiting for battery technology to catch up with consumer expectations, but progress has been slow and expensive,” says Hydrohertz CEO Paul Arkesden.

“A new chemistry can take a decade to develop and require billions in investment. What we’ve done is take a different approach. For OEMs, this means better, more useable EVs now, without waiting for the next generation of battery technology.”