Skoda has treated us with several digital concepts inspired by past icons, but the latest example is the first to adopt a sedan bodystyle. The new creation looks like a Superb from the future, while retaining the rear-engined, RWD setup of old Skoda models.

The source of inspiration was the Skoda 100 sedan – the first “million-unit” model from the Czech automaker, with 1,079,708 units produced between 1969 and 1977. The modern reincarnation was created by Martin Paclt, a member of the company’s headlight design team who has contributed to various concept cars (Vision X, 7S and O) and production models (Enyaq, Karoq, Kamiq, and Kodiaq).

More: This Futuristic RWD Coupe Could Have Been Skoda’s Best Throwback Yet

The designer chose this particular model because of its popularity and for its “clean, timeless lines, which resonate strongly with the current Modern Solid design direction”. The sedan mirrors the proportions of the current Superb, as Paclt wanted to give it a “more premium, limousine-like character” compared to its budget-oriented predecessor from the ’70s.

References to the original include the character lines on the profile, the cooling intakes on the rear fenders, the vents under the taillights, and the main graphic on the nose enclosing the grille and headlights. The latter deviate from the round shape, although this direction was explored in early sketches.

The reborn Skoda 100 sedan rides on large-diameter alloy wheels with a futuristic design, contributing to sleek proportions in combination with the short overhang. Still, the highlight is the rear deck with a roof scoop and the absence of a rear windshield, a feature that’s becoming increasingly common in concept cars.

More: The Mazda RX-8 Spirit Lives On, But It’s Wearing A Skoda Badge

The design study is envisioned as fully electric, but stays true to the rear-engined RWD layout of the original. This means that the intakes are destined for cooling EV components rather than an ICE powertrain. According to the designer, the primary storage compartment is located at the front, with a small boot at the back.

The 100 sedan follows the 110R and 1000 MBX coupes, the Favorit hatchback, and the Felicia Fun pickup studies. The entire series is not destined for production, but gives Skoda designers the freedom to explore and revive past models in the form of modern EVs incorporating the Modern Solid styling language.

Skoda

A new survey from the Canadian International Auto Show paints a more complicated picture of the country’s electric vehicle plans than policymakers might expect. While the federal government continues to push for a gradual phase-out of gas-powered vehicles, public sentiment hasn’t caught up.

More: Canada Walks Back EV Mandate Amid US Trade War

A whopping 68 percent of respondents were against the move and most people said their next vehicle would likely be a traditional combustion model.

Reading the Room

That’s probably not the news the government wants to hear, but 47 percent of respondents said their next vehicle would likely be a conventional gas model. Thirty percent are eyeing an eco-friendly hybrid, while 11 percent are thinking about getting a plug-in hybrid.

As for EVs, they’re barely a blip on the radar as just 10 percent of respondents said their next vehicle would likely be an EV. People were also split on whether EV incentives should be brought back as only 54 percent agreed or strongly agreed.

Still, there was some consensus on one key point: most respondents said a stronger public charging network would be essential to drive future EV sales.

How Much Choice Matters

The auto show said the findings reveal that “consumer choice, across a range of powertrains and price points, remains a top priority for drivers.” The government appears to be willing to listen as reports have suggested changes are in the works following a review.

While Canadians have conflicting feelings about electric cars, they’re largely united amid a trade war with America. Seventy-seven percent of people surveyed agreed or strongly agreed that Canada should protect its auto industry.

Also: One In Four Lexus TX SUVs Stolen In Ontario

That’s easier said than done and we’ve seen a number of high profile cancellations recently including the Chevrolet BrightDrop electric vans. Furthermore, Stellantis recently announced plans to build the Compass in Belvidere, Illinois instead of Brampton, Ontario.

Euro NCAP is sharpening its safety pencil. The organization behind the star ratings brands love to boast about is rolling out a huge shake-up of its testing program for 2026 that includes a crackdown on those annoying ADAS warnings that plague modern cars.

More: Tesla Penalized Over A Word In Driver Assistance Tests And It Could Cost Them

The reboot splits vehicle safety into four clear stages: Safe Driving, Crash Avoidance, Crash Protection and Post-Crash Safety. Each category gets its own score and star ratings will depend on strong performance across all of them.

The idea is that cars must keep you out of trouble, protect you when things go wrong, and then help rescuers get you out quickly.

What Changes on the Road?

One of the most headline-grabbing updates addresses a problem that has led to genuine tragedies. Electric vehicles with pop-out or powered door handles will now be required to keep those handles working even after a crash.

Fire crews have repeatedly complained that some EVs lock up after an impact and refuse to open, which slows rescues and in extreme cases costs lives. Euro NCAP wants that fixed – and soon.

Driver assistance systems are also getting a long overdue reality check. Until now most ADAS evaluations happened on a closed track where systems behaved like model citizens.

Out on actual roads things are rather different. Automatic lane-keeping can yank the wheel when you least expect it and constant beeps and bongs send drivers rushing for the off switch, defeating the whole point of the safety gear.

Rewards for Buttons

From 2026 cars will earn extra points for advanced driver-monitoring systems that genuinely keep tabs on a distracted driver rather than perform glorified blink detection. They can even gain credit if they can spot signs of alcohol or drug impairment and take action.

Meanwhile a long awaited change will finally reward cars that keep proper physical buttons for common controls. After years of touchscreen everything, drivers have made their frustration extremely clear.

Related: EU Regulators Say Drivers Are Dying Inside Cars With Electric Door Handles

Crash avoidance tests will expand to include more realistic scenarios that involve motorcyclists, cyclists and urban hazards.

Smoothness matters, too. Lane support that darts the wheel like a nervous cat will lose points even if it technically avoids an impact, and there will be rewards for vehicles that recognize when a driver presses the gas pedal when they meant to hit the brake.

Different Dummies

Crash protection also gets more granular. Dummies with different body shapes ages and sizes will be used to reflect the people who actually sit in cars, echoing a move happening in US crash testing.

And simulations and sled tests will support full crashes for better accuracy, giving more detail about side-impact protection and the risk to pedestrians posed by structural areas like the windshield.

Also: Senators Want Cheaper Cars, Even If It Means Getting Rid Of Automatic Braking

Finally, the post-crash stage receives a modern boost with new rules for EV battery isolation, those flush handles rules we mentioned earlier, and automated SOS functions that must tell first responders how many people were in the car, even if seatbelts were not buckled.

Electric cars must also be able to warn drivers about battery-fire risks even after a crash.

The new protocols represent the biggest overhaul of NCAP testing since 2009, but we won’t have to wait another 17 years for the next big refresh. The organization says it will update its protocols every three years from 2026, a decision that reflects just how quickly assistance tech is evolving on new cars.

India's olive ridley turtle numbers appear to have rebounded after years of patchwork efforts to stem their decline. Can it last?

(Image credit: Diaa Hadid)

When the first electric school buses rolled into his rural South Carolina yard, Karim Johnson already knew what to expect. He’d learned those lessons hundreds of miles north, in a suburban district in upstate New York, where early adoption meant long nights, slow chargers and plenty of guesswork.

But this time it was different. In New York, he had to do it all: secure grants, navigate RFPs, scrap old buses and install chargers that took eight hours to recharge after a single route. In South Carolina, the buses arrived, chargers installed, paperwork complete and keys ready to be handed over. Yet, despite the smoother rollout, one challenge remains the same: selecting the routes the ESBs would run on, and in South Carolina, that’s a 175-mile rural route.

Johnson, the current director of transportation at Dorchester School District 4 in South Carolina, said at his previous school district — Bethlehem Central School District in New York — ESB adoption was much more nuanced. He recalled overseeing everything from applying for grants to infrastructure set up. When he started the ESB journey in 2021, the technology was still considered new and limited charging options were available, leaving him to select Level 2 chargers with no charge management software.

“There was a lot of community support for it,” he said of purchasing EVs, noting it was a process. “Those buses were purchased through [The New York State Energy Research and Development Authority] NYSERDA, and we were able to work with our bus dealership, which was Matthews Bus in New York State. They were a really big resource.”

However, he said the NYSERDA Grant had stipulations of what routes the buses needed to be on. So, instead of placing buses on the shortest district routes, they had to be placed on Johnson’s longest routes in New York. The district purchased two more EVs outside of the grant, which they deployed on shorter routes.

In South Carolina, Johnson said the state was awarded funding from Round 1 of the Environmental Protection Agency Clean School Bus Program. And because the state owns and maintains all school buses, it handled bus procurement, infrastructure setup, charger selection, and utility collaboration. Dorchester was awarded eight ESBs. Six have already been delivered, with four currently on the road and two awaiting minor work. However, once the buses were delivered, Johnson was able to immediately start driver training and route assignments.

Routes in Dorchester, however, are long, ranging from 90 to 175 miles a day, far above the typical ESB ideal use case. The lack of shorter routes, Johnson said, creates deployment constraints. Though with the DC fast chargers installed, buses can charge in the middle of the day, allowing them to be used in both a morning and afternoon route. This was a huge difference, as in New York his chargers would take eight hours to charge, making them sometimes unable to be used during the afternoon runs. In contrast, the DC fast chargers take around three hours and only run into challenges if there’s a mid-day route that needs coverage.

In addition to their ESB operation training, drivers must ensure the buses are plugged in after each route and have sufficient charge before each trip. Plus, in New York, drivers had to consider the weather, as the range dropped about 20 miles in colder months.

Related: New Resource Helps Connecticut Districts Transition to Electric School Buses
Related: Strides in Vehicle to Grid Technology Continue
Related: Report: Inequities in Canadian Electric School Bus Transition Threaten At-risk Populations
Related: Safety Concerns of the Electric Grid?
Related: Another $200M Now Available for Electric School Buses in New York

“I have no surprises now when it comes to the EV buses,” Johnson said. “When something comes up, I know the steps to go through, from working with the dealership, or … with the bus distributor.”

Johnson advised transportation directors looking to implement ESBs to plan thoroughly and early, evaluating everything from route lengths to charging times and dwell windows. Plus, he said, it’s important to choose the right infrastructure where fast chargers may be essential for rural or long-mileage districts. He also advised directors to understand the grant requirements.

He noted that while initial development will reveal operational challenges, it’s a learning curve and soon directors will be familiar with the ESBs like they are with their diesel buses. Overall, he concluded, with the right planning and charging strategy, EVs don’t need to be limited to the shortest routes.

The post Deploying Electric School Buses in Rural and Suburban Districts appeared first on School Transportation News.

Australia has long been a stronghold for pickup trucks, but Rivian’s all-electric lineup remains out of reach for local buyers. For now, at least. Without any right-hand-drive models in its range, the American EV maker hasn’t officially broken into the Australian market.

More: Rivian Is Getting Bigger But Its Service Workforce Is Getting Smaller

That could shift in a roundabout fashion, courtesy of a batch of Rivian R1T trucks that ended up stranded Down Under. They might soon be offered to the public. Just one small hitch; you can’t legally drive them on the road, which tends to put a dent in the whole ownership experience.

How Did They Get Here?

So, how did a bunch of Rivianland in Australia in the first place? The short answer is MEVCO, a Perth-based startup launched in 2022 with plans to supply fully electric light commercial vehicles to the mining sector.

The company purchased 13 Rivian R1Ts in 2024 for local trials, alongside three electric Toyota Hilux utes converted by SEA Electric. But MEVCO’s ambitions didn’t last. After struggling to raise funds and drowning in debt, the company collapsed into administration in September 2025.

As part of the liquidation, the entire fleet is now heading to auction. The Rivians will be sold through Grays Auctions in Western Australia, giving local EV enthusiasts a rare chance to pick up one of the U.S.-built trucks, if they can live with some serious restrictions.

Can You Actually Use One?

MEVCO via Drive.com.au

Under Australian law, left-hand-drive vehicles can only be registered for road use if they’re over 30 years old. There are limited exemptions for rare imports, but as these Rivians are mass-produced, they likely won’t qualify.

That means buyers will be confined to using them on private property, think farms, mine sites, remote tracks, or driveways outside the public road network.

More: Rivian CEO Gets A Musk-Style Pay Deal, But Minus A Few Zeros

Technically, converting them to right-hand drive could make them street legal, but that’s not a cheap process.

As reported by Australian outlet Drive.com.au, which broke the story, the Rivians will go under the hammer in Western Australia through Grays Auctions.

The Rivians in MEVCO’s fleet are second-generation models equipped with dual electric motors, with several adapted for use in Australian mining operations.

Press photos show a range of added gear, including a bull bar, sports bar, Kevlar underbody protection, wiring harnesses for auxiliary equipment, and a custom sliding drawer mounted behind the cabin.

Michael Fernandes, State Operations Manager for Grays Auctions in WA, told Drive.com.au, “We’re currently working closely with the administrator and completing our legal and compliance due diligence to ensure that when these vehicles hit the open market, ownership will pass to buyers as smoothly as these vehicles drive.”

He added that more details about the auction sale would be made available once the formal process allows.

BMW is working on 40 new or updated models and that includes the redesigned 3-Series and 3-Series EV, known as the i3. Both were recently spied undergoing testing and they sport some notable differences.

While both cars have a Neue Klasse front end, the gas-powered model has a prominent lower intake that appears to have an active shutter grille. The lower bumper on the i3 is covered by camouflaged mesh, but it should feature a similar setup.

More: BMW’s New i3 Sedan Is Coming For Tesla’s Blood

More notable differences are revealed in the comparison images as we can see the two models have different rooflines. The i3’s is relatively flat, while the 3-Series has a subtle slope.

We can also see slightly different greenhouses with diverging rear door designs. The ICE-powered model has a nearly vertical partition, while the EV has a more angular design with a triangular base. Furthermore, both cars have unique rear quarter glass.

Baldauf

Even something as mundane as the location of the charging/fuel door is different. On the 3-Series, it’s located towards the front of the rear fender and sits slightly above the top of the rear taillights. This contrasts with the i3, which has a charging port that is located lower and towards the middle of the panel.

All of this suggests a lot of manufacturing complexity and few shared components – at least on the outside. Speaking of which, spy photographers did get a glimpse of the cabin and it shows a freestanding display and a new steering wheel.

The rest of the interior is covered by black cloth, but one of the images clearly shows a pillar-to-pillar Panoramic iDrive display at the base of the windshield.

Powertrain details remain scarce, but the i3 should follow in the footsteps of the iX3. The crossover is being launched in 50 xDrive guise, which features a dual-motor all-wheel drive system producing a combined output of 463 hp (345 kW / 469 PS) and 476 lb-ft (645 Nm) of torque.

This enables the model to accelerate from 0-62 mph (0-100 km/h) in 4.9 seconds, before hitting a top speed of 130 mph (210 km/h).

The motors are powered by a 108.7 kWh lithium-ion battery pack, which provides a WLTP range of up to 500 miles (805 km). The impressive numbers extend to the 400 kW DC fast charging capability, which enables the battery to go from a 10-80% charge in as little as 21 minutes.

Baldauf

BMW has already confirmed further electric variants will follow including an entry-level model with rear-wheel drive. It’s likely that a number of these powertrains will be shared with the i3.

The 3-Series will be more evolutionary as it will ride on an updated version of the CLAR platform. However, previous reports have suggested we can expect an updated engine lineup including a new M350 with over 400 hp (298 kW / 406 PS).

Baldauf

Electric vehicles have a way of making everyday driving feel effortless. being quiet, smooth, and free from the clatter and compromise of combustion. As a daily companion, they can make traditional gas-powered cars seem like holdovers from another era.

But there’s a reason enthusiasts still care about engines. They give a car its personality, especially in vintage models like the BMW 2002. So here’s the question: would you want to cruise around in a 1972 BMW that’s been reworked to run on electric power?

Watch: Jay Leno Gives This Home-Brewed BMW 2002 Restomod His Stamp Of Approval

Currently listed on Bring a Trailer, this 1972 BMW 2002 in Golf Yellow, now known as the 2002te, has been given a new lease on life courtesy of Bavarian Econs Tech, a specialist outfit based in Munich. The conversion is thorough. The factory engine and drivetrain are long gone, replaced by the 33 kWh battery pack from a BMW i3.

Feeding that battery’s energy to the wheels is an electric motor sourced from a Tesla Model S. The motor delivers 178 horsepower and 125 lb-ft (170 Nm) of torque, all managed by a 400-volt electrical system.

Light, Quick, and Quiet

Bring a Trailer

According to the seller, the car can drive up to 124 miles (200 km) on a single charge and run to 62 mph (100 km/h) in a swift 6.2 seconds, more than anyone really needs in most situations. It also tips the scales at just 2,400 lbs (1,088 kg), and we’re sure it’s plenty of fun to throw around corners.

However, in addition to lacking an engine and all of the associated noises and vibrations, the car doesn’t have a transmission, so the next owner won’t be able to enjoy the thrill of changing gears.

An individual from Bavarian Econs Tech who built the car says the 2002 arrived at their workshop with just 31,000 km (19,262 miles) under its belt and was free from rust. Impressively, the exterior paint remains original, as is most of the interior.

There are updates, though. A new set of bucket seats have been installed alongside refreshed carpets and an updated air conditioning system. Helping to further modernize the car is a Bluetooth audio system with eight Helix speakers and a subwoofer.

Adding to the car’s striking looks are 13-inch Alpina wheels clad in Michelin XDX-B tires. The EV-powered BMW has also been equipped with adjustable KW Racing V3 Classic coilovers and all of the important bushings have been replaced with polyurethane ones from Powerflex.

If a classic with an electric twist is right up your alley, the auction is now live on Bring a Trailer. Take a look at it over here and get your bid in while it’s still up.

Bring a Trailer

The UK government has just detonated a policy bomb under Britain’s electric-car market. Hidden inside the Chancellor’s Budget announcement is confirmation that both EVs and hybrids will face a new per-mile road charge, marking the first time electric motoring will stop being a tax-free ride.

After years of looking for a replacement for fuel duty as petrol and diesel sales decline, the Treasury has finally shown its hand.

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

Britain is officially preparing to tax EVs for every mile they travel, shifting them into the same revenue-raising category as combustion cars even as it still claims to support the transition to cleaner transport.

How Will It Work?

Drivers of fully-electric cars will pay 3 p ($0.40) per mile and plug-in drivers are to be stung with a 1.5 p ($0.20) charge.

A driver covering up to 8,500 miles (13,700 km) will end up with a bill of around £255 ($336), the BBC reports, which is still roughly half of what a combustion-car driver would pay in fuel duty to drive the same distance.

The Office for Budget Responsibility (OBR) estimates the plan would bring in £1.1 billion ($1.45 billion) in its first year, a figure which could virtually double two years later, depending on how EV sales go. The trouble is, their take-up is expected to be hit by the introduction of this very scheme.

When and How?

The Budget didn’t include all the fine print. Important details such as how the number of miles driven will be accurately logged, comes later. But mileage-based charging is definitely coming, scheduled to kick in from April 2028.

Some US states, including Oregon, already have mileage-based charging schemes, as does New Zealand.

To soften the blow and keep drivers interested in EVs, the UK government is simultaneously raising the price threshold for the “expensive car supplement” on its VED from £40,000 to £50,000 ($53-66k) starting April 2026. That means a Tesla Model Y or Kia EV6 owner won’t be hit by punitive road-tax surcharges quite as quickly as before.

In other words: here’s a little carrot before we get to the pay-per-mile stick. Ministers will also extend the EV grant scheme – which offers subsidies of up to £3,750 ($4,950) – all the way to 2029-30, costing it around £300 million ($395 million) per year.

Volkswagen is leaning further into its Chinese operations, looking to export more vehicles built there to overseas markets. albeit with the notable exception of Europe. The strategy hinges on a striking cost advantage that makes developing cars in China significantly cheaper than in other regions.

As established European carmakers face growing pressure from newer Eastern brands, many are beginning to shift attention toward their Chinese production networks. For legacy manufacturers like VW, the appeal is increasingly hard to ignore.

Read: VW Will Start Selling Its Chinese Models Overseas

According to a report from the Financial Times, Volkswagen says it can develop and build a new electric vehicle in China from scratch for about half the cost of doing so elsewhere.

What Makes China So Efficient?

Volkswagen has invested billions of dollars into the local market, and, thanks to things like lower labor costs, shorter development periods, better battery procurement, and supply chain efficiencies, costs can be reduced by 50 percent.

Part of this efficiency comes from VW’s new research and development hub in Hefei, which is playing a key role in shaping the company’s next-generation EVs. By optimizing integration across teams and disciplines, the automaker now claims it can develop a new electric model in roughly 30 percent less time than before, a process that would traditionally take around 50 months.

Thomas Ulbrich, chief technology officer at Volkswagen Group China, described the facility as offering “an entirely new level of integration,” with software, hardware, and vehicle validation processes all running in parallel.

“We can now run software, hardware and full-vehicle validation processes in parallel, shorten decision loops and bring innovations to maturity much faster,” he told the Financial Times.

VW has already begun shipping Chinese-built petrol sedans to the Middle East, and Ulbrich confirmed the company is exploring similar exports to countries across Southeast and Central Asia. That said, there are no plans to bring these China-built vehicles to Europe.

The reason is twofold. First, the electronic architecture of China-developed vehicles doesn’t align with European standards. Second, tariffs on Chinese-made EVs would likely negate any cost benefits, undermining the very strategy that makes this approach viable elsewhere.

VW’s Chinese Plans

VW plans to release 30 new EV models in China over the next five years. These models will be crucial in helping the automaker regain market share in China.

Data reported by The Financial Times reveals that VW does not rank among the top 10 battery-electric or even plug-in hybrid brands in China, although it still holds a 20 percent share of pure ICE model sales.

Source: Financial Times

Chinese carmakers continue to accelerate their presence across Europe, steadily carving out a larger slice of the market. Once regarded as niche entrants, they now account for a 6.8 percent share of total European sales in October, with powerhouses like SAIC and BYD leading the charge while Tesla’s momentum falters.

Chinese Brands Gain Ground

In that month alone, around 75,000 vehicles from Chinese brands were sold across the European Union, the UK, and EFTA nations, which include Iceland, Liechtenstein, Norway, and Switzerland.

SAIC enjoyed a particularly strong month, with sales soaring from 17,552 in October last year to 23,860 this October. Across the January-October period, its sales have also risen 26.6 percent from 197,686 to 250,250 units.

Read: BYD’s European Expansion Is About to Explode

BYD is also enjoying a surge in demand and has almost triple Tesla’s sales. In October, the company sold a total of 17,470 vehicles across the region, a 206.8 percent rise from 5,695 last October. Year-to-date, its sales have increased by a monumental 285 percent, from 35,949 to 138,390 units.

Tesla’s Bloodbath

Things are not looking so pretty for Tesla. In October, its European sales slipped 48.5 percent from 13,519 units in the same month last year to just 6,964 in 2025. That means it fell even behind Porsche, which itself recorded a 26 percent sales decline but still usurped Tesla with 7,653 sales. Through the first ten months of the year, the American brand’s local sales have fallen 29.6 percent to 180,688.

Of the new cars sold by Chinese brands across the region in October, 36 percent were battery-electric vehicles. Of these, the small BYD Dolphin was the best-seller.

EU + EFTA + UK New Car Sales

Europe Sales Rise

Across Europe, new car registrations have edged up 1.4 percent, with battery-electric vehicles now holding a 16.4 percent share.

In the first ten months of 2025, 1,473,447 new battery-electric cars were registered across the EU. This growth owes much to the four largest markets, including Germany (+39.4%), Belgium (+10.6%), the Netherlands (+6.6%), and France (+5.3%), which together make up 62 percent of the total. In October alone, year-on-year battery-electric registrations rose by 38.6 percent.

Hybrid-electric cars continue to dominate as the most popular powertrain, holding a 34.6 percent share of the market. Between January and October 2025, registrations reached 3,109,362 units, led by Spain (+27.1%), France (+26.3%), Germany (+10.3%), and Italy (+8.9%).

Plug-in hybrids are also on the upswing, totaling 819,201 registrations, a 43.2 percent increase over last year. Demand has been especially strong in Spain (+109.6%), Italy (+76.5%), and Germany (+63.4%). Plug-in hybrids now represent 9.1 percent of all EU registrations, up from 7 percent a year ago.

Petrol-powered cars still hold 27.4 percent of the market, though their share has dropped from 34 percent last year as combustion sales continue to contract. Through October, petrol registrations fell 18.3 percent across major markets, with France down 32.3 percent, Germany 22.5 percent, Italy 16.9 percent, and Spain 13.7 percent.

Diesel continues its downward trend too, shrinking by 24.5 percent to a 9.2 percent market share.

SUVs may dominate sales charts across Europe, yet compact hatchbacks still hold a quiet appeal that refuses to fade. Following the facelift of the Peugeot 308, Stellantis is turning its attention to the updated Opel Astra, a sibling in spirit and a direct contender for the VW Golf’s enduring territory.

The sixth-generation Astra (L), launched in 2021, marked a clean break from its GM past, adopting Stellantis architecture for the first time. Four years on, it’s due for a mid-lifecycle update designed to keep it relevant in buyers’ minds and strengthen its position against Opel’s steadily expanding SUV range.

More: Irmscher Wants To Turn Opel Astra Into A Widebody Hot Hatch

The teaser hints at mild styling revisions, with most of the attention centered on the front end. The Opel Vizor grille now incorporates broader LED elements framing the illuminated Opel Blitz badge.

Together, these create what the company refers to as the Opel Compass, a design signature that will appear across all upcoming models.

Elsewhere, there are signs of larger bumper intakes and a more contemporary alloy wheel design featuring three double spokes and a two-tone finish. The rear looks mostly unchanged, though subtle adjustments to the bumper may help refine its proportions.

Besides the traditional five-door hatchback, Opel has confirmed that the facelift will also be applied to the Astra Sports Tourer wagon.

More: Stellantis Wants To Rebrand Chinese EVs For Europe

CEO Florian Huettl described the refreshed Astra lineup as one that will “delight customers with new, even sharper and more precise design highlights as well as innovative technologies.”

Inside, that likely means a reworked cockpit with larger digital displays, new trim combinations, and an upgrade to the latest driver-assistance systems.

Powertrain Parity

As for the powertrain lineup, it will likely follow the same structure as the facelifted Peugeot 308. That range includes a 1.5-liter turbodiesel producing 129 hp (96 kW / 130 PS), a mild-hybrid 1.2-liter turbo petrol with 143 hp (107 kW / 145 PS), a 1.6-liter plug-in hybrid delivering a combined 192 hp (143 kW / 195 PS), and a fully electric version rated at 154 hp (115 kW / 156 PS).

Opel is set to release full details of the facelifted Astra soon. Once it arrives, it will face a competitive field still led by the VW Golf and the related Peugeot 308, while also contending with the Toyota Corolla and Hyundai i30, as traditional players like the Ford Focus and the Renault Megane have recently abandoned the segment.

Tata has re-entered the Indian SUV segment with the comeback of the Sierra, reviving a nameplate that has been absent for more than two decades. The reborn Sierra arrives with near concept-car styling, modern technology, and a price tag that feels shockingly affordable for what it offers.

More: JLR’s Parent Company Made An Electric SUV With Drift Mode For Just $25K

The new Sierra first appeared as a concept in 2023, and the production version remains remarkably faithful to that design. Its squared-off silhouette and rugged stance lend it Land Rover vibes, a detail made all the more interesting given Tata’s ownership of JLR.

Premium Looks

The strong B-pillar and wraparound rear glass nod to the original three-door Sierra of 1991, which stayed in production until 2003. Those retro cues meet contemporary details like glossy black cladding, aluminum-effect skid plates, sculpted rear haunches, and an upright tail capped with full-width LEDs.

Base models sit on 17-inch steel wheels, while top trims roll on 19-inch alloys with a more polished look. The overall design wouldn’t feel out of place alongside a modern-day Freelander or even a compact Defender.

Tata has also given us a glimpse of the upcoming Sierra EV that stands out thanks to a Tesla-like full-width LED bar and a grille-less look for the redesigned front bumper.

The Sierra measures 4,340 mm in length, 1,841 mm in width, and 1,715 mm in height, with a 2,730 mm wheelbase and 205 mm of ground clearance. That footprint plants it squarely among rivals such as the Hyundai Creta, Kia Seltos, Honda Elevate, Suzuki Grand Vitara / Victoris, Toyota Urban Cruiser Hyryder, Skoda Kushaq, and VW Taigun.

High-Tech Interior

Step inside and the Sierra greets you with a triple-screen setup: a 10.25-inch digital cluster, a 12.3-inch infotainment screen, and a matching 12.3-inch passenger display.

The options list runs deep, including a 12-speaker JBL system with a dashboard sound bar, ambient lighting, dual-zone climate control, wireless charging, ventilated seats, and what Tata calls the largest panoramic sunroof in its class.

More: This Hatchback Is Three Times Cheaper Than A Corolla

Tata promises a roomy and comfortable five-seat cabin, finished with soft-touch materials and offering a 622-litre (22-cubic-foot) boot. The company has also placed strong emphasis on safety, even showcasing a crash test that recreated a vehicle-to-vehicle impact. Standard equipment includes six airbags and an ADAS suite with Level 2+ autonomous features.

Flexible Underpinnings

The Sierra rides on Tata’s new ARGOS platform (All-Terrain Ready, Omni-Energy, and Geometry Scalable architecture), designed to support multiple powertrain types.

At launch, the Sierra will be available with a naturally-aspirated 1.5-liter gasoline engine producing 105 hp (78 kW / 106 PS), a turbocharged 1.5-liter with 158 hp (118 kW / 160 PS), and a 1.5-liter turbodiesel with 116 hp (87 kW / 118 PS).

More: Renault’s $7K SUV Just Got Sharper And Smarter Without Raising Prices Much

Transmission choices include a six-speed manual, a seven-speed dual-clutch, or a six-speed automatic. All versions are front-wheel drive for now, with selectable terrain modes, but all-wheel drive is planned. Later on, the lineup will expand to include fully electric, hybrid, and CNG options.

Priced To Sell

And that brings us to price, arguably the Sierra’s biggest talking point. Tata has announced a starting figure of ₹11.49 lakh (around $12,800 or about what you’d pay for a bespoke color at Range Rover), which positions it as strong value in its class.

Even so, it lands just above the Hyundai Creta, priced from ₹10.72 lakh ($12,100), which continues to dominate India’s SUV charts.

Orders for the Sierra open on December 16, with deliveries beginning January 16. For now, Tata says the model will be sold exclusively in India, with no export plans on the table.

Joshua Davis, 38, of Richland, has been found guilty of the 2021 murder of Pasco County school bus driver Richard Lenhart, reported AppleValley News.

Davis, who had reportedly pleaded not guilty by reason of insanity, faces a sentencing date that has not yet been set. His defense team indicated they plan to pursue an appeal immediately.

According to the news report, during the trial, experts for both the prosecution and defense agreed that Davis suffered from schizophrenia. However, they disagreed over whether he understood right from wrong at the time of the killing.

Lenhart, 72, had students on board the bus when Davis boarded the bus outside Longfellow Elementary School on Sept. 24, 2021. Davis reportedly asked if the bus was headed to Road 100. When Lenhart said no, Davis stabbed him multiple times before fleeing toward his vehicle. Authorities apprehended Davis near the scene shortly afterward.

According to the article, at least 35 students were on the bus during the attack, though none were physically harmed. Authorities have not identified a motive, and there is no known connection between Davis and Lenhart.

The Pasco School District honored Lenhart’s legacy in 2023 by opening the Richard L. Lenhart Transportation Center, which serves more than 200 buses for the Pasco and Finley school districts. Lenhart’s widow, Nancy, has championed House Bill 2133, known as the Richard Lenhart Act, which would make it a felony to disrupt the normal operation of a public-school bus or unlawfully board one. While the bill did not pass during the 2023–2024 legislative session, Nancy Lenhart expressed her determination to continue advocating for it.

“This bill is too important not to be made into a law,” she said via the report, urging lawmakers to protect school bus drivers and students.

Related: Off-duty Atlanta School Bus Driver Shot, Killed at Gas Station
Related: Ohio School Bus Driver on Administrative Leave After ‘Reckless Driving’
Related: South Carolina School Bus Driver Charged with DUI While Transporting Students
Related: Florida Man Arrested After Boarding School Bus, Threatening Driver

The post Man Found Guilty of Killing Washington School Bus Driver appeared first on School Transportation News.

Mercedes-AMG is steadily advancing development of its long-awaited all-electric GT 4 Door Coupe, and to give the project some star-powered visibility, it has enlisted Hollywood heavyweight Brad Pitt.

Fresh from his work on the upcoming Formula 1 film, Pitt made an appearance in Las Vegas during last weekend’s Grand Prix, where he took center stage in a new promotional push for the car.

Read: Mercedes-AMG’s New Hyper Sedan Sheds Most Of Its Camo At Vegas GP

The German brand brought along a lightly-disguised prototype of the new AMG GT 4 Door Coupe to Sin City, offering Mercedes F1 driver George Russell the chance to drive it down the Strip. The same car was also used in a commercial filmed with Pitt and Russell that highlights some of the car’s performance prowess.

In the video, Brad Pitt rocks up at a valet counter to pick up the keys to his ride, which is the camouflage prototype. The valet worker calls on the driver, none other than Russell himself, to bring the car up to Pitt.

In the process, Russell performs some epic burnouts and drifts through the hotel’s underground car park before bringing it up to the hotel’s entrance and handing it over to Pitt.

What Powers It?

The car featured is the road-going version of the AMG GT XX prototype that was unveiled earlier this year. Like that car, the production model has a sleek design that should nicely position it as a rival to the Porsche Taycan and Audi RS e-tron GT.

While the idea of an all-electric sedan from AMG will no doubt upset some purists, it’s clear the carmaker is eager to ensure it is fun to drive and provides more than enough driving thrills.

Underpinning the new AMG GT 4 Door Coupe is the AMG-EA platform using aluminum, steel and lightweight fiber composites in its construction. Like the concept, it should use a trio of axial flux motors combining to pump out upwards of 1,000 hp.   

VinFast is in the spotlight again, this time for reasons it would rather avoid. The Vietnamese automaker now faces another lawsuit, adding a fresh speed bump to its already bumpy road. Owners in the United States claim that the VF 8 Plus AWD charges so slowly it can take a full 24 hours to replenish its battery.

Filed in the U.S. District Court for the Central District of California, the lawsuit represents customers who leased or purchased a VF 8 Plus AWD in the past four years.

Why So Slow?

The electric vehicles are supposed to charge at a rate of 6.6 kW or higher. Instead, these customers say that their VinFasts charge at under 2 kW. That’s closer to the speed of an original Nissan Leaf than it is to a modern EV.

More: Vinfast Owner Says Their EV Took Over Steering And Nearly Hit A Wall

The plaintiffs, Gil Swigi and Joseph Mizrahi, say that they were led to believe that they were getting standard Level 2 charging performance. VinFast allegedly advertised that its cars could charge at up to 32 amps.

When Mizrahi and Swigi tried that, they claimed the cars would shut down due to software defects. Their only recourse was to charge at 19 amps, which cut total charging speed by almost 40 percent.

To make matters worse, the shutdowns would allegedly happen in the middle of the night with regularity, meaning that owners would wake up to a nasty surprise.

Not only did their car have a problem, but that meant less range to do whatever they had planned for that day. According to Carcomplaints, VinFast attempted multiple repairs on both vehicles in question.

Only when the owners bought additional charging equipment did their cars start to charge at the claimed manufacturer speeds. That said, VinFast successfully argued that both owners agreed to arbitrate their differences. A judge granted that motion, and arbitration is set for February 20, 2026.

Source: Classaction, CarComplaints

Mercedes’ electric vehicle push has been an unmitigated disaster and things aren’t looking up as the company has announced the 2026 CLA EQ will start at $47,250 before a $1,250 destination fee. That’s $4,500 more than the outgoing gas-powered model and just $2,400 less than the C-Class.

That’s pretty pricey, but the CLA 250+ with EQ Technology features an 85 kWh battery pack as well as a rear-mounted motor producing 268 hp (200 kW / 272 PS) and 247 lb-ft (335 Nm) of torque.

This enables the sedan to accelerate from 0-60 mph (0-96 km/h) in approximately 6.6 seconds, before hitting a limited top speed of 130 mph (209 km/h).

More: Starry But Soulless 2026 Mercedes CLA Leans On AI And Electric Power

More importantly, the model has an impressive EPA range of up to 374 miles (602 km). The car also has a 320 kW DC fast charging capability, which enables the battery to go from a 10% to 80% charge in as little as 22 minutes.

Customers seeking better performance can upgrade to the $49,800 CLA 350 4Matic with EQ Technology. It has a dual-motor all-wheel drive system producing a combined output of 349 hp (260 kW / 354 PS) and 380 lb-ft (515 Nm) of torque.

Thanks to the extra oomph, the 0-60 mph (0-96 km/h) time falls to 4.8 seconds. However, this comes at a price as the range plummets to 312 miles (502 km).

Comes Nicely Equipped

Putting powertrains aside, the CLA 250+ comes equipped with LED lighting units and an illuminated grille that features 142 individual stars. They’re joined by rain-sensing wipers, a panoramic glass roof,  and 17-inch wheels.

The interior comes nicely equipped with a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and heated power front seats wrapped in MB-Tex upholstery.

The compact sedan also has “smoky silver trim,” an auto-dimming rearview mirror, and an automatic climate control system. They’re accompanied by facial recognition technology and a selfie/video camera.

A host of driver assistance systems come standard including Distance Assist Distronic, Active Lane Keeping Assist, and Blind Spot Assist Plus. They’re joined by Evasive Steering Assist, Exit Warning Assist, Rear Cross-Traffic Assist, Active Emergency Stop Assist, and Car-to-X communications technology.

Want More?

Upgrading to the Exclusive trim adds flush-mounted door handles and Keyless-Go. Bigger changes occur inside thanks to a wireless smartphone charger, a dual-zone automatic climate control system, and a 64-color ambient lighting system. The trim also adds a rear center armrest with cup holders as well as MB.Drive Parking Assist.

The range-topping Pinnacle trim comes standard with the MBUX Superscreen, which adds a 14-inch front passenger display. It’s joined by fancier LED headlights, a head-up display, a hands-free power trunk, and illuminated door sills. The model also has digital key technology and MB.Drive Parking Assist 360.

A dizzying array of options will be available including AMG Line and Night Packages as well as 18- to 19-inch wheels. Customers can also get leather seats, stainless steel pedals, and aluminum or wood trim. Other niceties include a heated steering wheel and a 16-speaker Burmester premium audio system.

Another day brings another legal challenge for Tesla, this time centered on a tragic crash that once again raises questions about the company’s design choices.

The latest lawsuit claims that the electrically operated door handles of a 2018 Model 3 failed to function after a collision and subsequent fire, trapping one of the occupants inside and leading to her death.

Read: Trapped Children Die In Tesla Fire After Door Handles Allegedly Wouldn’t Open

It marks yet another serious concern for Tesla, one that could prove costly and push the automaker to reexamine how its vehicles handle emergency situations, particularly when power is lost.

Door Handles Under Scrutiny

Filed last week in the U.S. District Court for the Western District of Washington, the complaint outlines a sequence of events. On January 7, 2023, Jeffrey Dennis was driving his Tesla Model 3 with his wife in Tacoma, Washington, when the car reportedly accelerated suddenly and struck a utility pole at the corner of South 56th and South Washington Streets.

Shortly after impact, the EV caught fire. It’s alleged that several witnesses tried to open the Tesla’s doors to rescue the couple, but were unable to do so because they failed to operate without battery power. The lawsuit says that some witnesses even tried to break the Model 3’s windows with a baseball bat, but it also failed.

First responders eventually managed to extract the pair, though Wendy Dennis succumbed to her injuries at the scene. Jeffrey Dennis suffered severe burns to his legs.

Could It Have Been Prevented?

The complaint says the Model 3 has a “unique and defective door handle design” that prevented rescuers from freeing the couple. It is also alleged that Tesla knew about the defect with the door handle but failed to address it, and continued to market and sell the popular EV.

The lawsuit doesn’t stop at the door handles. It also claims that Tesla’s Automatic Emergency Braking system failed to activate as the vehicle sped toward the utility pole. In addition, it accuses the company of using “a highly explosive battery chemistry” despite the existence of safer, more practical, and less costly alternatives.

Jeffrey Dennis is seeking financial relief for the wrongful death of his wife and his long-term injuries, as well as compensatory damages and punitive damages under California law.

Scout Motors drew headlines last year for far more than just reviving a classic brand. It read the tea leaves and decided to launch with both an EV and an extended-range powertrain. Now, as production approaches, we’re getting a clearer view of the final design that customers will soon see in their driveways.

Spoiler alert: it’s almost a mirror image of the early promotional vehicles, apart from a few subtle design tweaks. Extensive testing, though, has been underway for months.

Read: Scout Motors Says Over 80% Of Buyers Picked A Surprising Powertrain

Cody Thacker, VP of commercial operations at Scout, told Autonews that the brand is “very quickly getting to something that looks and feels like real production vehicles,” as multiple generations of testers rack up miles across continents.

The brand already finished its first round of cold-weather testing in Sweden and is preparing for another bout of deep-freeze evaluation.

What Changed Over the Concepts?

From a design standpoint, only a handful of alterations separate the early prototypes from the final shape. Chief design officer Chris Benjamin told the news outlet that while the prototypes’ elegant daytime running lights gracefully bleed into the metal of the front and rear quarter panels, that execution proved too intricate, too expensive, and too complex to stamp at scale.

So instead, the production version will use a “cool insert” that preserves the visual intent without breaking manufacturing budgets.

Under the skin, Scout still plans on both powertrain options, but it’s already benefiting from its initial plan. Since it didn’t commit solely to one or the other, it’s got the flexibility to delay EV production while market demand catches up.

In the meantime, it can build the EREV and sell it. Pre-production is set for late 2026 with customer deliveries in 2027. By that time, the EV market might have another uptick. Either way, Scout will have something to offer.

Built From Strong Partnerships

The platform itself benefits deeply from the VW/Rivian joint venture, leveraging Rivian’s electrical architecture as a base layer for Scout’s durability-focused hardware. Batteries, meanwhile, will come from VW Group’s in-house PowerCo network.

Scout is still publicly targeting a sub-$60,000 entry point, but final numbers will depend on material costs and powertrain mix. Also still undecided is whether the Traveler and Terra will launch simultaneously. As for when series production begins? Scout just says to “stay tuned.”

Source: AutoNews

Kia had a plan just six months ago, one that mapped out several new electric models for the North American market. Now, that plan seems to have hit a wall, stalling before it ever gained momentum.

At the recent Los Angeles Auto Show, Kia America’s vice president of marketing, Russell Wager, shared a candid update. The fate of both the EV4 sedan and Kia’s upcoming pickup truck now hinges on something entirely beyond the company’s reach: tariff stability.

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

Speaking to Car and Driver, Wager called out tariffs as the reason that Americans haven’t had access to the EV4 to this point. The car has suffered one delay after another.

What’s the Hold-Up?

When asked about that delay, Wager said “Can you give me the answer of when the tariffs are going to be resolved in Mexico, Canada, and Seoul? If you give me that answer, I’ll be as specific as possible.”

Wager made it clear that the Korean automaker isn’t waiting for tariffs to go away altogether, either. It just wants to see them set at a specific stable figure.

“At that point in time we look at it and say, are we at 25 [percent], are we at 15—and then we can build our business case,” he said. “It was originally designed and engineered when the tariffs were zero percent.”

For now, it’s the uncertainty that keeps cars like the EV4 and Kia’s planned EV pickup out of the USA. Of course, customer demand might not be strong enough anyway after the end of the federal tax EV credits.

Wager admitted that both factors are playing a role. “We’ve got a great portfolio of EVs that are on sale in a lot of other places in the world that we could choose from,” he added. “We just need resolution, and then we also need the consumer market here to want them.”

Get Ready for Price Increases

Between now and whenever Kia decides what to do with the pickup and EV4, it might have to bump prices up.

“Others have raised prices,” Wager said. “I’m not going to name names, and we’ve seen their sales drop. The takeaway is we can’t do it forever. We’ve made it eight months since April so far. If tariffs don’t get resolved or they’re that high, we’ll have to make the business decision. As far as parts tariffs and import tariffs, at some point in time, we can’t absorb it all.”

Hyundai Motor Group has already proven that it can bend a little but part of its biggest draw is being a solid value proposition against rivals. The near future will determine if it can bend enough to keep that reputation without breaking.