Ford’s electric pickup has long been seen as a bellwether for mainstream EV demand, but the latest news surrounding it has little to do with torque or battery range. Instead, the company now faces scrutiny of an entirely different kind inside a courtroom.

Read: F-150 Lightning Production Halted Indefinitely As Ford Bets On Gas Trucks Again

Ford is being sued in the United States over claims that certain 2024 F-150 Lightning models advertised with a Forward Sensing System were delivered without it. The lawsuit alleges that customers have “incurred damages” due to the missing safety feature and that the company’s efforts to make amends have fallen short.

Missing Sensors or Missing Disclosure?

The class action, filed in the US District Court for the Eastern District of California, argues that the window stickers on 2024MY F-150 Lightning models clearly state the vehicles are equipped with the Forward Sensing System, which includes several parking sensors on the front bumper.

Ford reportedly notified U.S. dealerships on March 31 that every 2024 F-150 Lightning advertised with the system was actually built without it. The company subsequently began contacting customers, offering a $100 refund to address what it described as a window-sticker error.

What the Plaintiff Claims

The plaintiff named in this new lawsuit, Ibrahim Lunawadawala, contends that the refund offer is negligible, pointing out that installing equivalent aftermarket sensors would cost substantially more. The filing states that Ford “has been unwilling to provide adequate compensation to aggrieved consumers.”

“Plaintiff Lunawadawala has suffered an ascertainable loss because of Ford’s misrepresentations, including but not limited to, diminished value of his vehicle and other consequential damages,” the lawsuit continues, as cited by Carcomplaints.

Production Pause and Broader Troubles

This legal development arrives just weeks after Ford confirmed it had indefinitely paused production of the all-electric F-150 Lightning, redirecting resources toward gas and hybrid models instead.

The decision was made not just to address falling sales of the model, but also because of a huge fire at a Novelis aluminum plant in Canada that supplies Ford with the aluminum it needs for all F-150 models.  

Sources: Law, CarComplaints

It’s been clear for years that electric vehicles aren’t just efficient, they’re mind-blowing fast. Now, Rivian is proving it all over again with a truck that weighs over 7,000 pounds (3,175 kg) once the driver jumps in.

Results from a fresh independent test make it hard to argue otherwise: the R1T Quad Motor Max Pack is astonishingly fast. So fast, in fact, that it can line up against the 655 hp Corvette E-Ray hybrid in a drag race and come away even. Just think about that for a second.

How Fast Is It Really?

The folks over at Car and Driver just managed to sprint from 0-60 mph (97 km/h) in the R1T in just 2.6 seconds. That’s the exact same time that the Tesla Cybertruck managed, but past 60 mph, the Rivian leaves the angular Tesla for dead.

More: Rivian And VW Are Teaming Up To Reinvent The New Electric Golf Mk9

By 70 mph (113 km/h), the R1T is already ahead of the Cybertruck, and by 100 mph (161 km/h), it’s 0.9 seconds out in front. When the Rivian crosses the quarter mile, the Tesla is still 0.6 seconds behind despite weighing less.

In the end, the Rivian covers the standard quarter mile in just 10.6 seconds, crossing the line at 128 mph (206 km/h). Yes, that’s a ten-second truck, and it’s as wild as it sounds. That figure represents a huge leap forward, at a full 1.1-second and 17-mph improvement over the previous-generation quad-motor version.

The fact that the automotive world now produces something like this shows just how far things have come since the Fast and Furious era first imagined it.

This level of performance comes from a massive 1,025 horsepower (764 kW) and 1,198 lb-ft (1,625 Nm) of torque. By comparison, America’s everyday supercar in hybrid form, the Corvette E-Ray, pairs a 6.2-liter V8 with an electric motor for a combined 655 hp (488 kW) and 594 lb-ft (806 Nm).

Today, the R1T Quad Motor Max Pack is quick compared to just about everything. The Corvette E-Ray, initially touted as the quickest of its kind, can do 0-60 in 2.5 seconds. By the time it gets to the end of the quarter mile, the Rivian has actually caught it and tied it exactly down to the trap speed.

Few Gas Cars Can Follow

If we get away from electrified sports cars and look at gas-only options, very few cars in the world come even close to keeping up. The Ford F-150 Raptor R needs 3.6 seconds to get to 60 mph. The standard Corvette Stingray needs 2.8. A Porsche 911 GT3 RS needs 2.7.

Put simply, the R1T can do what just about every other car on earth can do, short of tow things a long long way without refueling or, you know, escape a simple fender bender without being a write off.

Most drivers think spilling a bottle of water in their car is annoying at worst. Maybe you get a damp carpet and some condensation on your windows. Maybe your floor mats start to smell like a gym bag.

What you probably do not expect is a repair bill that costs more than a used Honda Civic. But that’s exactly what happened to one Hyundai driver.

Related: Stop Sale Issued For Hyundai Ioniq 5 As Sonata Gas Tanks Risk Melting

Mike McCormick was driving his Ioniq 5 on the freeway in Florida when a traffic snarl-up ahead forced him to hit the brakes. That move sent a water bottle in one of the rear cupholders flying forward and eventually to the floor, where its contents found their way into some wiring harness connectors, though it’s not clear if the bottle’s cap was on, off or somewhere in between at the time.

Within a few minutes of the water bottle performing its base jump, McCormick noticed various warning lights come up on the dash. Then the turn signals stopped working and by the time he got home he couldn’t shut the car off.

How One Bottle Became a Bill

After inspecting the two-year-old EV, a Hyundai dealer told him the underfloor and under-seat wiring harnesses would both have to be replaced. Annoying, but how much could a few wires cost, right? The answer is a whole lot, as the bill ballooned to a crazy $11,882.08.

And according to the company, the damage was caused by an “external factor,” and not a factory defect, meaning McCormick was on the hook for the whole repair cost.

Okay, you’re thinking, go to plan B: insurance. He tried that too, and State Farm denied his claim, suggesting that its investigation showed the damage to the wiring harness had occurred over time, rather than as a result of the one water bottle spill. Talk about rock and a hard place.

Why So Fragile?

WFTV Channel 9’s report on the story highlighted the vulnerability of the Ioniq 5’s wiring harness below the Ioniq 5’s seat by referencing another owner who was left with a five figure bill for new harnesses after a dealer found his had frayed.

Also: Sure, You Can Replace Ioniq N Brakes, But Only With Hyundai’s $6K Tool Or A $2K Locked Workaround

And that’s not the only unexpected bill some of the EV drivers have come across. If you want to replace your own brake pads on the sporty Ioniq 5 N, maybe after a track day, you need access to special software and tools that can cost thousands of dollars. Some owners suggest cheaper unofficial workarounds, but those come with inherit risks, including the possibility of voiding your warranty or creating even costlier problems if anything goes wrong.

Do you think Hyundai or the insurance company should pay for the repairs to McCormick’s EV, or is it right that he’s being forced to foot the bill? Leave a comment and let us know.

Thanks to Marco for the tip!

Sources: WFTV 9

Earlier this month, Toyota pulled the covers off its long-awaited battery-electric Hilux, built on the thoroughly reworked ninth-generation platform. While powertrain specifications for the model have been released, Toyota has yet to confirm pricing, saying only that it will be “attainable.”

Read: New Toyota Hilux Brings Sumo-Inspired Looks And EV Option

The complete list of markets where the Hilux BEV will be sold is unclear, but we do know that Australia will be among them. Local buyers will see the Hilux BEV arrive in the first half of 2026, with Toyota initially targeting fleets rather than private owners.

Large mining operations are expected to be the main customers, given the suitability of electric drivetrains for underground work.

Pricing Expectations

While recently speaking with local outlet Drive about the new truck, Toyota Australia vice president for sales and marketing Sean Hanley acknowledged the Hilux BEV will “be dearer than the diesel cars we’ve got right now.”

Prices for the new Hilux equipped with the mild-hybrid diesel engine will start at AU$65,990 ($42,800), and it’s not beyond the realm of possibility that the BEV could add AU$15,000 ($9,700) to that figure, meaning this model could be positioned near the top of the Hilux range.

“We know this is not going to be our biggest seller, but it’s got to be competitive and affordable for those that want it, so it’s got to be attainable,” Hanley added.

“There’s no point putting it out there if it’s going to be a hundred grand (AU$100,000), you know what I mean, like maybe you’re referencing. It’s got to be achievable, it’s got to be attainable.”

Toyota has equipped the Hilux BEV with a small 59.2 kWh battery pack and dual electric motors delivering 193 hp. The pickup has a quoted range of just 149 miles (240 km).

A Niche Future

Despite some interest from private buyers, Hanley is realistic about where this model fits. He describes it as a niche vehicle, built with clear intent rather than broad market ambition.

“Where this will appeal will actually be mining – massively. Again, I don’t wanna sit here and say to you ‘it’s gonna take the world by storm and volume’. [It’s] not going to do that. It’s not meant to do that. That’s not why we’re launching it,” he said.

Still, he admits there could be some crossover appeal. “There is a niche market out there where we can put this car, and in mining it will be, I think, our biggest target market. Now, that’s not to say some tradies may not want it. They may… it’s possible.”

While Ford has walked back some of its more ambitious electric vehicle goals lately, the company is still pushing forward with notable investment and new product launches.

The Ford Truck division’s first-ever, production battery-powered creation, however, isn’t something customers will find parked at their local dealership. Instead, it’s a dedicated all-electric rig called the F-Line E.

Read: Mercedes Takes On Tesla Semi With New eActros 600 EV Offering 311 Miles Of Range

Ford Trucks operates as the heavy-commercial arm of Ford Otosan, the long-running joint venture between Ford and Turkey’s Koç Holding. The partnership oversees the design, engineering, and production of tractors, construction vehicles, and heavy-duty haulers serving markets across Europe, the Middle East, and Asia.

Production of the F-Line E will take place under Ford Otosan, with the model making its first appearance at the Solutrans fair in France, displayed in both 4×2 and 6×2 configurations.

The largest of the available models has no fewer than four 98 kWh nickel manganese cobalt batteries, making for a combined 392 kWh or a usable 314 kWh. Ford says this is enough to give the F-Line a driving range of up to 186 miles (300 km).

Power is provided by a single electric motor at the rear wheels with 415 hp and 1,010 lb-ft (1,370 Nm) of torque during regular driving, but capable of producing up to 523 hp and 1,821 lb-ft (2,470 Nm). The 6×2 model also supports peak charging speeds of up to 285 kW.

By comparison, the smaller 4×2 version has three battery packs and a combined capacity of 294 kWh or 235 kWh usable. It also relies on a less powerful motor with 315 hp and a peak of up to 389 hp.

Ford says this version can travel up to 155 miles (250 km) on a single charge. Peak charging speeds on the 4×2 are capped at 213 kW. Both the 4×2 and 6×2 models are capped at 56 miles (90 km/h).

Built for Work

Ford Trucks positions the F-Line E as a flexible platform suitable for delivery fleets, municipal operations, and various vocational applications, including garbage collection. The truck’s modular design allows operators to tailor it for specific roles without major reconfiguration.

Alongside the F-Line E, Ford also revealed the updated F-Max at the same event. Significantly larger and powered by a revised 12.7-liter engine for 2025, the F-Max promises to trim fuel costs by 11 percent, showing that Ford’s commercial lineup isn’t going all-in on electrification just yet.

Chinese automakers are steering the electric era into a new phase, flooding the market with low-cost EVs and plug-in hybrids at the Guangzhou Motor Show.

With prices starting between 100,001 yuan ($14,100) and 150,000 yuan ($21,100), this new generation of vehicles sends a message that’s hard to miss: China intends to own the mass market for electrification.

Read: The Company That Started The EV Price War Now Says It’s Gone Too Far

According to Nikkei Asia, many of China’s biggest automakers are getting ready to export these budget-friendly newcomers. For Western legacy brands still wrestling with production costs and emissions targets, those prices don’t signal healthy competition so much as the opening act of a global price reckoning.

The Global Push Begins

Several new EV and PHEV models took the stage at the show, among them the Leapmotor A10, which is expected to start around 100,000 yuan ($14,100) and head for export worldwide. The company’s Lafa 5 electric hatchback is set to launch at roughly the same figure.

Nio made a strong impression with its Firefly, shown for the first time in right-hand drive. Priced around 100,000 yuan ($14,100) in China, the Firefly will enter 17 new markets next year, reaching into Central America and beyond. GAC joined in with its Aion i60, a range-extender SUV starting at 109,800 yuan ($15,500).

Price Wars Continue

The Chinese automotive industry has been in a price war for the past few years, and there are no signs of cooling, as carmakers feverishly battle to gain market share. The lower end of the market is proving to be an especially fierce battleground, Nikkei Asia reports.

During the first nine months of this year alone, 2.35 million EVs and plug-in hybrids priced between 100,001 yuan ($14,100) and 150,000 yuan ($21,100) were sold in China. That makes it the nation’s largest market segment, up from fewer than 1.5 million in the same range last year.

By contrast, models priced between 150,001 yuan and 200,000 yuan ($21,100–$28,200) have held steady at around 2.3 million sales.

There has also been significant growth in even more affordable NEVs. The number of vehicles sold in the $11,300 – $14,100 and $11,300-or-less price brackets has doubled to over 1 million units.

While the growing number of affordable models is good for Chinese customers, it’s hurting the automakers themselves. During the July-September quarter, BYD’s net profit fell 30 percent, its first decline in four years. Great Wall saw a similar hit, with profits falling 30 percent despite a 20 percent rise in sales.

Exports, meanwhile, are accelerating. Over the first three quarters of this year, Chinese brands shipped 1.75 million EVs and plug-in hybrids abroad, an astonishing 89 percent increase from the same period last year.

Source: Nikkei Asia

Five years ago, Lotus vowed to go fully electric, rolling out a host of battery-powered models like the Eletre, Emeya, and Evija. Yet, like several other automakers now revisiting the middle ground, it seems the British brand can’t entirely turn its back on hybrids.

Read: Lotus Hyper Hybrid Can Run 100% On ICE-Power

The first compromise looks set to arrive in the form of a plug-in hybrid Eletre, blending the company’s electric ambitions with a dose of combustion practicality. About a year ago, Lotus offered a glimpse of its newly developed hybrid system but has since kept the details close to its chest. That quiet stretch appears ready to end.

Hybrid Plans Take Shape

During the company’s most recent earnings call, chief executive Feng Qingfeng confirmed that Lotus’s first plug-in hybrid will pack 912 hp. The model will reach Chinese showrooms in the first quarter of 2026, with European deliveries following later that year.

The company has so far committed to launching three PHEVs. If the first of these is a new version of the Eletre, the second may be a hybrid version of the Emeya sedan.

As for the third model, Lotus has confirmed it will be a smaller SUV, slotting below the Eletre. This model will be launched in 2027 and is currently known as the Vision X.

Inside the Hyper Hybrid

Lotus has named its new powertrain the ‘Hyper Hybrid,’ built around a 900-volt electrical platform designed for ultra-fast charging. The system allows the battery to charge from 10 to 80 percent in just ten minutes when connected to suitable infrastructure.

The company also notes that the combustion engine will serve as a generator for “on-the-drive” charging, replenishing the battery while the car is in motion.

Lotus has not provided any details about the combustion engine it will use. That said, it’s a safe bet that it will be a turbocharged four-cylinder, as reported by Autocar.

Expanding The Range

Feng explained that adding hybrid models broadens the company’s reach, particularly in regions where full EV adoption has been slower.

“The introduction of hybrid models offers more choice for luxury vehicle buyers and will help us expand into broader markets, including regions with slower EV adoption, such as Italy and Spain and Saudi Arabia,” he said.

Review: We Drove Lotus’ Electric SUV To See If It Can Silence Its Haters

In addition to offering performance comparable to its all-electric models, the PHEVs from Lotus will boast far greater driving ranges. Whereas the electric Eletre has a range of between 254 and 373 miles (409 – 600 km), models equipped with the Hyper Hybrid system will be able to travel up to 684 miles (1,100 km) between stops.

Sources: Lotus, Autocar

Mahindra has rolled out a fresh take on its BE6 electric SUV, arriving a year after the model’s debut in India. This new BE6 Formula E Edition celebrates the brand’s ongoing presence in the FIA Formula E championship, carrying a range of design tweaks.

More: Land Rover’s Owner Built A Baby Land Rover For Less Than A Bespoke Paint Job

When most carmakers release a special edition, the updates stop at paint colors, wheels, or graphics. Mahindra went a step further, reshaping parts of the body to make the BE6 Formula E Edition stand out for more than its decals.

What Sets It Apart?

The BE6 Formula E Edition features a distinct front bumper framed by round LED headlights and sharply contoured detailing. A new skid plate and a generous spread of dark liquid metal cladding make it look more like a dune-conquering rally car than a formula-inspired build.

The rear bumper has also been redesigned, joined by a double spoiler. Furthermore, the vertical LEDs have been blocked for a cleaner look.

The SUV sits on new 20-inch alloy wheels, though Mahindra also offers the familiar 19-inch set from the standard BE6. Along the profile, the glass roof and pillars wear racing-inspired graphics that contrast neatly with the four body colors on offer: Everest White, Firestorm Orange, Tango Red, and Stealth Black

The fully electric SUV has also gained Formula E badges on the front fenders and special branding on the windshield. The cabin combines black upholstery with Firestorm Orange inserts, FIA-branded seat belts and plaque, the Formula E logo on the dashboard, and a custom startup animation.

More: Mahindra Built A Batman SUV And Somehow It’s Completely Serious

Equipment is generous, with a standard digital cockpit, dual wireless charging, a Harman Kardon audio system, and an ADAS suite.

Performance And Range

The Formula E special doesn’t get any performance upgrades over the high-spec BE6. The rear-mounted electric motor produces 282 hp (210 kW / 286 PS) and 380 Nm (280.3 lb-ft) of torque, sending the SUV from 0 to 100 km/h (62 mph) in 6.7 seconds and on to a 202 km/h (126 mph) top speed. A 79 kWh battery provides an estimated 500 km (311 miles) of real-world range.

The top FE3 trim adds adaptive suspension as standard, making it the most sophisticated version yet.

Pricing

Mahindra prices the BE6 Formula E Edition from ₹23.69 lakh ($26,500) for the FE2 and ₹24.49 lakh ($27,400) for the fully equipped FE3. Unlike the limited-run Batman Edition, this one will be widely available, though still exclusive to India. Orders open on January 14, with first deliveries due by February 14, 2026.

For younger fans, Mahindra even plans a BE6 Formula E Ride-On toddler car, arriving in April 2026 for ₹18,000 ($200).

Mahindra has competed in Formula E since the series began in 2014, claiming five victories and 29 podiums to date. While a championship title remains elusive, the team’s consistency has secured its place on the grid for the next era of the sport, continuing into the GEN4 generation for the 2026–2027 season

Audi is preparing a host of upgrades for the 2026 model year, covering the A5, A6, Q5, A6 e-tron, and Q6 e-tron. It’s not just a set of software tweaks or safety updates either. The brand says these revisions are designed to make some of its most popular models more enjoyable behind the wheel.

Read: Audi’s AUDI Bets Big On China With A 671 HP Electric SUV That Means Business

However, Audi hasn’t yet said whether these updates will cross the Atlantic for American buyers, leaving the U.S. lineup unchanged for now.

What’s Changing Inside?

The biggest transformations happen inside. Like Volkswagen, Audi has come to appreciate that customers never really warmed to capacitive steering-wheel buttons. So from 2026 onward, all affected models will adopt a redesigned wheel fitted with two physical scroll controls, restoring the tactile precision that many drivers missed.

One of the upgrades that’s bound to be enjoyed by S5 and S6 e-tron customers will be the addition of a Dynamic Plus driving mode. Audi says that this will maximize the dynamics of both models, allowing for controlled oversteer despite their advanced quattro all-wheel drive systems and brake torque vectoring.

For all models built on the Premium Platform Electric (PPE), the regenerative braking system receives further refinement. Drivers will be able to use true one-pedal operation, bringing the car smoothly to a halt without engaging the friction brakes.

Smarter Tech

Audi is also introducing a more advanced version of its driver-assistance system across its PPE and PPC models. From next year, these cars will include an autonomous lane-change function where the driver simply needs to toggle the turn signal, and the car will automatically change lane.

Following BMW’s lead, Audi will introduce a trained parking feature capable of autonomously navigating up to 200 meters on private property, retracing a saved route to or from a parking space.

Moreover, starting next year, the new A6 will come equipped with digital matrix LED headlights and digital OLED taillights that include configurable light signatures.

Select models will gain the option of an integrated dashcam mounted at the base of the rear-view mirror. The 4K camera records both driving and parking footage, offering a built-in alternative to aftermarket systems.

Audi has also introduced several mood scenarios, or what it calls ‘experience worlds,’ into the cabin, which adjust the interior lighting, sound, climate control settings, and massage functions. Updates have also been made to the onboard gaming system, meaning controllers can now be paired over Bluetooth.

Cupra has peeled back just enough camo to give us our first proper look at the little Raval, its feisty new electric compact hatch that promises to inject some welcome attitude into the small-EV segment when it lands in early 2026.

Also: Cupra Builds A Street Hatch That Thinks It’s A Race Car With Removable Rear Seats

The Raval sits on Volkswagen Group’s updated MEB+ platform, the same one that will underpin the VW ID. Polo, ID. Cross and Skoda Epic.

All four will be built in Spain and Cupra didn’t just design its own version – it actually led the chassis-tuning development for the whole family. Each brand still gets its own flavor, but the Raval is, predictably, the spicy one.

What Sets It Apart?

At just over 4,000 mm (157.5 inches) long, the Raval is subcompact-sized, but Cupra insists it’s not just for the school run. That’s why the engineers dropped the chassis 15mm lower than on other MEB+ cars, stiffened the suspension, added progressive steering and fitted disc brakes at both ends.

There are Dynamic Chassis Control adaptive dampers – presumably not standard, details are still TBC – and even base models at launch come with a single, front-mounted electric motor making 208 hp (211 PS / 155 kW). That gives a range of 278 miles (450 km) from a battery of an unspecified capacity.

Stepping up from base Dynamic trim to Dynamic Plus adds more ADAS features, intelligent parking functions, Matrix LED headlights, bucket seats, and a posh Senhheiser 12-speaker audio system.

The Performance Step-Up

However, the flagship VZ is a different animal altogether thanks to its more powerful 233 hp (226 PS / 166 kW) motor, electronic differential and sporty steering knuckle.

The VZ also gets a 10 mm (0.39 inches) wider track, standard 19-inch wheels with an awesome circular-saw-style design and Dinamica bucket seats, though Cupra’s teaser pics don’t show the interior.

The downside is a range drop to 249 miles (400 km). Other less powerful models could arrive down the line to make the Raval more affordable once the initial buzz has died down, but the launch range is targeting a starting price of €26,000 (£23k / $30k).

Cupra

Xiaomi’s YU7 has quickly found its stride in China. Only a few months into its launch, the electric SUV has seen a sharp rise in sales and, in October, even edged past the Tesla Model Y. For now, though, buyers outside China are still waiting for Xiaomi to take its EVs beyond the domestic market.

Last month, Xiaomi sold an impressive 48,654 vehicles across China. Of these, 33,662 were YU7s, meaning it is now comfortably outselling the SU7 sedan. By comparison, Tesla shipped approximately 61,500 Model Ys in October, but 35,400 of these were sent to overseas markets, meaning Chinese buyers snapped up roughly 26,100 units.

Read: A 60-Week Waitlist Just Made Xiaomi’s SUV A Flippers Goldmine

Since customer deliveries of the YU7 began in July, Xiaomi is believed to have shipped around 70,000 units in total. That’s a rapid rise for a newcomer, suggesting the SUV has struck a chord with Chinese buyers.

New Customization Options

On the back of continued SUV sales success, Xiaomi announced its new Customization Service at the Guangzhou Auto Show, presenting a YU7 Max painted in Crystal Purple to mark the occasion.

The new service is effectively Xiaomi’s take on Porsche’s Paint to Sample program, with plans to roll out more than 100 new paint colors over the next three years. It’s a striking contrast to Tesla’s strategy, which restricts buyers to just a few standard colors and trims in the name of production efficiency and fatter profit margins.

The full list of paint colors has yet to be announced, but Xiaomi did say that the special finishes will be priced from 11,000 yuan ($1,500). Through the Customization Service, shoppers will also be able to choose from a selection of alloy wheels and colored Brembo brake calipers.

For buyers with a taste for extravagance, Xiaomi will also offer 24-karat gold badges or black-and-white emblems, along with gold carbon fiber versions.

Powering single motor versions of the YU7 is a rear-mounted unit delivering 315 hp (235 kW) and 389 lb-ft (528 Nm) of torque, fed by a 96.3 kWh battery pack. Xiaomi also offers dual-motor versions with 489 hp (365 kW) and 681 hp (508 kW), respectively.

An even more potent version of the YU7 is on the cards, but it’s too early to say if it will reach the same heights as the SU7 Ultra.

Skoda has already served up a flurry of digital concepts nodding to its back catalogue, but this latest one marks a first, as it’s the only sedan in the mix. The design channels something like a future Superb, though under the surface it sticks with the rear-engined, rear-wheel-drive layout once common in the brand’s earlier models.

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

The concept draws directly from the Skoda 100, a milestone model for the Czech brand that became its first to pass the one-million-unit production mark. Between 1969 and 1977, 1,079,708 examples of the 100 were built.

This digital reinterpretation was developed by Martin Paclt, part of Skoda’s headlight design team. He’s no stranger to shaping the company’s visual identity, having contributed to concept projects like the Vision X, 7S, and O, as well as production vehicles including the Enyaq, Karoq, Kamiq, and Kodiaq.

Paclt said he chose the Skoda 100 because of its strong recognition and what he described as its “clean, timeless lines,” which align naturally with the brand’s current Modern Solid design philosophy.

Throwback Details

The new sedan’s proportions reflect those of today’s Superb, though Paclt aimed to give it a more premium, limousine-like presence compared to its modestly priced ancestor from the 1970s.

References to the original 100 appear throughout the design: character lines along the flanks, cooling intakes on the rear fenders, vents beneath the taillights, and a front graphic that encloses both grille and headlights.

The latter break from the old circular style, though Paclt experimented with that shape in early sketches before settling on a cleaner interpretation.

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

The reborn 100 sedan rides on large, futuristic alloy wheels that emphasize its balanced proportions and short overhangs. The rear deck draws attention with its roof scoop and the omission of a traditional rear window, a feature now common among experimental concepts that prioritize form over convention.

Electric Heart with a Vintage Layout

Curiously, although envisioned as a fully electric vehicle, the study preserves the rear-engined, rear-drive setup that defined the original 100.

The rear intakes now cool electric components rather than a combustion engine, while the main storage area sits at the front with a smaller compartment at the back, staying faithful to the model’s unconventional architecture.

The digital 100 sedan joins Skoda’s growing catalogue of heritage-inspired concepts, following the 110R and 1000 MBX coupes, the Favorit hatchback, and the Felicia Fun pickup.

None are planned for production, yet each gives the company’s designers space to revisit its history through an electric, Modern Solid lens, where past models find new expression in digital form rather than on the assembly line.

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.