The 2026 Toyota bZ Woodland arrives soon for $45,300.
It costs thousands more than the similar Subaru Trailseeker.
Crossover has 375 hp and an estimated range of 260 miles.
Toyota has quietly announced pricing for the 2026 bZ Woodland will start at $45,300 before a $1,450 destination fee. That makes the model $10,400 more expensive than the smaller bZ and a whopping $5,305 pricier than the similar Subaru Trailseeker.
That’s a sizable difference, but the company is only offering the crossover-ified wagon in one well-equipped trim. However, customers can order an optional Premium Package. This stands in contrast to Subaru, which will offer the Trailseeker in three separate trims named Premium, Limited, and Touring.
Toyota hasn’t published full specs yet, but the bZ Woodland will come equipped with LED lighting units and 18-inch alloy wheels. Buyers will also find a six-speaker audio system, a 14-inch infotainment system, and a wireless smartphone charger. Other highlights include ambient lighting and heated power fronts seats wrapped in SofTex upholstery.
They’re joined by the Toyota Safety Sense 3.0 suite of driver assistance systems. It includes a Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, and Lane Tracing Assist. These features are accompanied by Automatic High Beams, Road Sign Assist, Proactive Driving Assist, and Lane Departure Alert with Steering Assist. Other safety systems include a Blind Spot Monitor with Rear Cross-Traffic Alert, a Panoramic View / Multi-Terrain Monitor, and Safe Exit Alert.
The bZ Woodland with the Premium Package costs $47,400 and adds a panoramic moonroof as well as a nine-speaker JBL premium audio system. Buyers will also find front radiant heaters as well as heated and ventilated front seats with a memory function on the driver’s side.
The Trailseeker Looks Like A Far Better Deal
While we’re waiting for Toyota to share more details, the Trailseeker looks like a far better deal as the base model has much of the same equipment as the bZ Woodland. Furthermore, the $43,995 Trailseeker Limited seems to be better equipped as it has a hands-free power liftgate and larger 20-inch wheels. It also sports heated rear seats and a Harman Kardon premium audio system.
The $46,555 Trailseeker Touring compares favorably to the $47,400 bZ Woodland Premium as well as both have a panoramic glass roof, ventilated front seats, and radiant leg warmers. Subaru also throws in a gloss black hood decal and a digital rearview mirror.
A Shared Powertrain With 375 HP
Both models ride on the e-TNGA platform and have a 74.7 kWh battery pack. The latter feeds a dual-motor all-wheel drive system developing a combined output of 375 hp (280 kW / 380 PS).
Toyota originally quoted a range of up to 260 miles (418 km), but Subaru pegs it at around 280 miles (451 km). The latter company also noted the Trailseeker accelerates from 0-60 mph (0-96 km/h) in 4.4 seconds, has a NACS port, and can get an 80% charge in as little as 28 minutes.
Nissan has introduced a “solar‑powered” Ariya concept.
Its panels can provide up to 14.3 miles of range per day.
This could reduce charging frequency by up to 65 percent.
Cars spend a lot of time outside and that presents a big opportunity for electric vehicles equipped with solar panels. A number of automakers have explored the idea and Nissan is revisiting it with an Ariya concept.
Designed to celebrate Clean Energy Day, the crossover has photovoltaic panels on the hood, roof, and liftgate. These span a combined area of 40.9 square feet (3.8 square meters) and convert sunlight into DC power.
This energy is fed into the Ariya’s battery pack and Nissan said real-world testing showed the panels can add up to 14.3 miles (23 km) of range on a sunny day. That might not sound like much, but the average American travels less than 40 miles (64 km) per day.
However, location matters a lot and the range can vary significantly. Nissan says year‑round averages could range from as little as 6.3 miles (10.2 km) per day in London to 13.2 miles (21.2 km) per day in Dubai. Even if you park in a garage, a two-hour drive on a sunny day could add up to 1.9 miles (3 km) of range.
While these aren’t life altering numbers, the automaker said the added range could enable drivers to reduce their charging frequency between 35 and 65 percent. The solar panels also help out in areas where charging infrastructure is limited.
The concept was created in partnership with Lightyear and Nissan’s Shunsuke Shigemoto said, “By exploring how vehicles can generate their own renewable energy, we are opening the door to new opportunities for customers – greater freedom, reduced charging dependency, and a cleaner future. This concept is not just a technical milestone; it’s a vision of how Nissan intends to lead the next phase of electric mobility.”
A patent shows the R1S with split tailgate and opening glass.
Rivian may add more physical switches and dials to the cabin.
Spy shots confirm the upcoming R2 has a roll-down rear window.
Rivian introduced a wide range of updates to the R1S and R1T for the 2025 model year, focusing on improvements beneath the surface while keeping the exterior mostly untouched. But according to a newly discovered patent, the R1S might be in line for another tweak in the form of a revised tailgate featuring a glass section that opens on its own.
According to documents uncovered by Car&Driver, Rivian has patented a new tailgate design that appears to give the R1S the ability to open either the entire hatch or just the glass panel. It’s a setup familiar to anyone who’s used the Toyota Land Cruiser or the closely related Lexus GX. BMW’s 3-Series Touring wagon also offers a similar function.
The Toyota 4Runner also has something similar, although its rear window can actually roll down just like a side window, rather than opening out as Rivian’s patent shows. It’s a useful feature, allowing you to retrieve or store items without having to open the entire tailgate.
Rivian’s patent drawings show that this independently opening glass would be integrated into the current R1S split tailgate. That means Rivian could add the new feature without altering the SUV’s distinctive two-part rear hatch, maintaining the utility and visual character of the original design.
There may be more than just hardware updates in store. The same filing, as noted by Car&Driver,, shows an interior equipped with actual physical buttons and knobs, something the current R1S doesn’t offer. It’s possible these would supplement the screen-heavy layout with tactile controls for climate or audio settings, easing day-to-day usability.
The patent also hints at gesture-based controls, potentially including the now-common feature that lets drivers wave a foot under the rear bumper to pop the tailgate.
There’s no word on when the R1S, and perhaps the R1T too, could be updated for a second time, but it probably wouldn’t be at least for a couple of more years, particularly since Rivian has to focus on building the R2 and R3 models.
Interestingly, recent spy shots of the R2 revealed it will get a roll-down rear window just like the 4Runner, so Rivian is clearly thinking about improving practicality with its future models.
Tesla Cybertruck starts at $110,000 in the United Arab Emirates.
U.S. sales fell 48.1 percent to 20,237 units during 2025.
Elon Musk once predicted 500,000 annual Cybertruck sales.
Prior to launching the Tesla Cybertruck, Elon Musk suggested they could sell as many as 500,000 of them per year. However, as sales of the electric pickup never really picked up in the United States, Tesla has started selling the Cybertruck in more markets, the latest being the Middle East.
Earlier this month, the first Cybertrucks were delivered to customers in the United Arab Emirates (UAE). Roughly 60 units were handed over during a launch event held for the occasion.
While much of the early hype surrounding the electric truck has died down in the US, it’s a hot ticket in the Middle East, with many having already been imported into the region by enthusiastic buyers before Tesla made it official. Of course, the UAE and the broader Middle East remain relatively small markets and won’t help Tesla get anywhere near its early estimates for the Cybertruck.
As one of the world’s top oil producers, the UAE enjoys some of the lowest fuel prices globally, which makes electric vehicles a harder sell. With cheap gas and a strong car culture rooted in performance and presence, the appeal of a futuristic EV like the Cybertruck has more to do with novelty than necessity.
How Much Is a Cybertruck in Dubai?
Tesla Europe & Middle East/Twitter
In the UAE, pricing starts at AED404,900 for the dual-motor variant, roughly $110,000. That’s significantly more than the $79,990 price tag in the U.S. The top-end tri-motor Cyberbeast comes in at AED454,900, or about $123,000, which represents a smaller markup over its American counterpart at $114,900.
American Sales Crater
Back in the U.S., sales of the Cybertruck tumbled in 2025. Tesla moved just 20,237 units, down 48.1 percent from the 38,965 sold in 2024, the vehicle’s first full year on the market. The final quarter was especially tough, with only 4,140 trucks delivered. That’s a 68.1 percent drop compared to the 12,991 units shifted in Q4 of the previous year.
Jaguar reportedly studying range-extender hybrids with new EVs.
Small petrol generator could boost EV range to over 600 miles.
Brand insists EV-only plan stands, with first model due in 2026.
Jaguar hit the reset button hard in preparation for an all-electric luxury future, but a fresh report claims JLR is backtracking before it’s even launched the first of its new-generation cars. Sources close to the company allege engineers are trying to figure out how to sneak a petrol engine back into the picture to offer a hybrid model alongside the EV. Jaguar officials, for their part, deny any change in direction.
The Brit luxury brand is exploring range-extender electric tech that use a small combustion engine purely as a generator, according to UK newspaper The Times. In a range-extender hybrid the car’s wheels are still driven by electric motors, but a small combustion units acts as a backup power source for long trips when charging stops feel like a chore.
The potential payoff is big. Insiders who spoke to The Times suggest total range could jump from around 435 miles (700 km) in pure EV form to as much as 684 miles (1,100 km). That would go a long way toward calming buyers who like the idea of electric but still get nervous about road trips that involve more than one coffee stop.
Engineering Headache
Adapting JLR’s new JEA EV platform wouldn’t be easy because of the battery placement, Auto News reports. But companies like Renault-Geely collab Horse Powertrain have already spotted a niche for providing combustion engines to convert EVs into hybrids, and Porsche is ICE-converting its electric 718 sports cars mid-development, so we don’t doubt it could be done if Jag throws enough time and money at the problem.
This possible pivot comes after Jaguar’s dramatic rebrand and EV-only relaunch plan raised more than a few eyebrows. The new marketing campaign ditched traditional logos, embraced abstract visuals and promised a boutique lineup of high end electric models starting with $130k four-door production version of the Type 00 concept due to be revealed this year. Two more EVs, including at least one SUV come later.
Luxury EV sales slump
At the same time, real world demand for expensive Western EVs has cooled, especially in the United States and China. Porsche, for example, has already admitted it is leaning back toward hybrids and combustion models after EV sales failed to meet expectations. Jaguar’s global sales ambitions suddenly look much harder in that context and some dealers say they’re skeptical about the whole EV strategy.
Range extenders are already gaining traction in China, where buyers appreciate the electric drive feel but still want the safety net of petrol backup. In Europe, though, they’re less common, and under current rules, they don’t count as zero emissions cars, so could only be legally sold until 2035.
“Not happening”
Jaguar officially says nothing has changed and that its future remains electric only, but we don’t believe for a minute that Jag isn’t both concerned by current EV trends, and at least investigating how to answer to them.
“Plans to reinvent Jaguar as an electric-only luxury automotive brand are unchanged,” a Jaguar spokesperson told The Times. “We are looking forward to unveiling the first new electric Jaguar later this year.”
Separately, a senior source toldAutocar that the report was “rubbish,” and that Jaguar’s EV-only relaunch would proceed exactly as planned.
A New Orleans school bus driver disappeared after walking away from a bus carrying six students following a reported verbal conflict, leaving the children alone for more than 20 minutes, reported 4WWL News.
According to the news report, the incident occurred shortly before 8 a.m. on Jan. 14. Surveillance footage shared with local news reporters by a nearby convenience store shows the school bus pulling over at approximately 7:59 a.m.
About three minutes later, the driver is seen exiting the bus, crossing the street, and walking in the direction of I-10. The driver remains visible in the video for several minutes before leaving the frame entirely.
During that time, the abandoned students, ranging in age from pre-kindergarten to eighth grade, can be seen moving around inside the bus through its windows. Authorities say via the article that the children were left unattended for approximately 22 minutes before a New Orleans Police Department unit arrived at the scene with emergency lights activated.
Over the next 45 minutes, additional officers responded, and the students were gradually escorted off the bus. At 9:12 a.m., someone drove the bus away from the location.
The New Orleans Police Department confirmed that around 11 a.m. that the school bus driver had not yet been located. Later in the day, officials said they could no longer comment on the case because it had become part of a child abuse investigation.
Police reportedly confirmed that none of the students were injured during the abandonment. The investigation remains ongoing.
Recently, I took inventory of the number of school transportation cases in which I have served as an expert witness, beginning in 1993, for both plaintiff and defense attorneys. An overwhelming and tragic theme that caught my attention was seen in my first expert witness case over 33 years ago and my most recent expert witness case last year. Both concerned sexual assaults that occurred on school transportation vehicles.
My first expert witness case involved the sexual assault of a student with disabilities by a substitute school bus driver, and my most recent case involved the sexual assault of an intellectually disabled student by an emotionally disabled student on a school bus. I reflected on why I have been so reluctant to write about sexual assault on school transportation vehicles, despite my knowledge about this area of school transportation. Frankly speaking, it is difficult, awkward and unpleasant to speak about this topic. However, it is necessary to do so.
My expert witness work over three decades covers unwanted, forced, non-consensual sexual assaults committed on school transportation vehicles. These sexual assaults have been performed by transportation personnel including full-time and substitute drivers and attendants as well as students on students. The victims have included young children and school-age students with disabilities transported on the same vehicle serving regular and special education students, transportation vehicles serving exclusively students with disabilities, taxi’s transporting one or more special needs students to and from school, high school students with disabilities utilizing mass transit buses, alternative school transportation vehicles, extracurricular school activity vehicles, and school-sponsored field trip transportation vehicles.
Strikingly, it is evident that school transportation is not exempt from sexual assault. It is no secret that sexual assault too often leads to life-long devastating consequences both physically and psychologically for child victims. It is essential that school transportation industry leadership and interdisciplinary colleagues collaboratively address preventing sexual assault on school transportation vehicles. A comprehensive review of the literature on sexual assault occurring on school transportation vehicles is unavailable. However, there is literature and resource documents addressing significant increases in sexual assault in school settings in recent years.
Ongoing and frequent media coverage regarding sexual assault on school transportation vehicles is inescapable. From my perspective, this critical and disturbing issue is not sufficiently spoken about or attended to promptly. For victims of sexual assault on school transportation vehicles, every second makes a difference.
Preventing sexual assault from occurring in school transportation vehicles demands urgently enhancing awareness about sexual assault as a part of school transportation personnel training. Focused sexual assault training should occur prior to new employees transporting students and on a regularly scheduled basis thereafter. Too often school districts mistakenly assume if drivers and/or attendants have undergone a criminal background check, mandated under federal and state law, this level of scrutiny will prevent sexual assault from taking place on a school transportation vehicle. This assumption is not convincingly valid based on numerous cases in which I have served as an expert witness.
From my experience, some observable things that are making a difference in preventing sexual assault on school transportation vehicles include:
Establishing in writing, disseminating and instructing all transportation personnel regarding approved school board policies and procedures that define and address
sexual assault on school transportation vehicles.
Establishing and disseminating age-appropriate clear student communication about what is acceptable and unacceptable behavior on school transportation vehicles, specifically addressing bullying, sexual harassment and sexual assault. Prior to dissemination, this information should be approved by the school board and then disseminated. It is imperative to fully understand the ability and limitations of all students to understand this information. This requires establishing realistic expectations for children with disabilities, including limitations to comprehend inappropriate sexual behavior based upon individual disabilities. Unequivocally, appropriate levels of supervision on all school transportation vehicles are not an option but a necessity, especially for protecting children with disabilities.
Utilizing surveillance cameras on school transportation vehicles to monitor any suspected inappropriate sexual behavior and/or potential sexual assaults. This should take place on a scheduled basis. Surveillance cameras can serve as an invaluable preventive measure.
School transportation personnel, parents and students alike should be informed about the use of surveillance cameras to monitor behavior during school transportation.
Providing transportation personnel with specific instructions about the necessity for utilizing appropriate adult supervision on school transportation vehicles. This includes both drivers and attendants. It is essential to include substitute transportation personnel with the same level of instruction. A recommended best practice instructional strategy is the provision of scenarios for group discussion and learning.
Timely scheduled training should be provided for all transportation personnel and students alike to recognize and prevent sexual assault. The reporting of inappropriate sexual behavior or sexual assault on school transportation vehicles should be encouraged. Transportation personnel and students should not have to fear retaliation. Confidentiality is essential when inappropriate sexual behavior is reported. School board approved policies and procedures to support peers looking out for one another should be encouraged.
High-back seats are an obstacle for observing inappropriate sexual behavior and/or sexual assault on school transportation vehicles, during the time the vehicle is in operation or stopped. Additional deliberation regarding this unanticipated complication is necessary.
The challenge of preventing and reducing sexual assaults on school transportation vehicles requires shared awareness and the commitment of school transportation personnel, educators and interdisciplinary stakeholders.
I suggest the industry consider forming a task force to address sexual assault on school transportation vehicles to further identify and implement plausible solutions for this well-known but often unspoken subject matter. It is not possible to overstate the unique environment of a school transportation vehicle, including seating in confined spaces and the inability to supervise riders seated behind the driver. Let’s not miss out on a timely opportunity to make a difference.
Editor’s Note: As reprinted from the January 2026 issue of School Transportation News.
Linda Bluth is a national compliance and regulatory expert on IDEA transportation law and provisions. She is an NAPT Hall of Fame member, a tenured faculty member for TSD Conference, and a regular contributor to School Transportation News.
A registered sex offender was arrested after allegedly trespassing a Brunswick County Schools bus, according to court documents, reported WECT.com
John Phillip Colombo, 45, of Winnabow, is facing a felony charge of unlawfully being on child premises as a registered sex offender, along with a misdemeanor charge of trespassing to impede school bus operations.
According to the news report, Colombo unlawfully entered a Bolivia Elementary School bus Jan. 16, while students were on board. Court documents reportedly state that Colombo is required to register as a sex offender due to a prior conviction in another state for an offense substantially similar to indecency with a child involving sexual contact.
In a statement to local news reporters, Brunswick County Schools said the incident occurred on a morning bus route when Colombo briefly boarded the bus and spoke with the driver regarding a seating concern involving his child. The district said he entered the interior of the bus and exited shortly afterward.
School officials said the bus driver followed established transportation safety protocols by activating the onboard alert and recording system, which documented the incident and immediately notified appropriate personnel. Students were on board at the time, and district officials said student safety was not compromised.
A student later alerted school administration upon arrival at school, allowing administrators to follow established procedures. The alert system also notified the School Resource Officer, who is coordinating with the Brunswick County Sheriff’s Office as part of an ongoing investigation.
“All applicable safety procedures were followed appropriately and functioned as designed,” the district told reporters, adding that staff and students are regularly trained on safety protocols to ensure incidents are reported and addressed quickly.
Due to the active nature of the investigation, Brunswick County Schools said it cannot provide additional details at this time and emphasized that the safety and well-being of students and staff remains its highest priority.
The felony charge stems from Colombo’s alleged presence on school premises while being a registered sex offender. The misdemeanor charge alleges that he impeded the operation of a public school bus by walking onto the vehicle while it was transporting students.
Colombo was scheduled to appear in Brunswick County District Court on Jan. 20.
Mercedes will kill the EQE and replace it with a new EV sedan.
The new EV will resemble the current E-Class with EQ design.
A 94 kWh battery and dual motors are expected to power it.
Mercedes-Benz took a swing with the EQE sedan, but like the larger and more expensive EQS, it missed the mark. The model will quietly exit stage left before it reaches a second generation, clearing the way for a more conventional electric replacement built on familiar ground, the next-gen E-Class
Badged as the E-Class with EQ Technology, the new electric sedan was recently spotted undergoing testing under heavy camouflage in Europe. The spy shots don’t offer much clarity on what the final design will look like, but it’s reasonable to expect some styling cues from the electric GLC, reshaped into a more conventional three-box sedan profile
Grille Wars Aren’t Over Yet
That’s where these renderings by Nikita Chuyko at Kolesa come in, offering a preview of what the finished car might look like. As with the GLC EV, it features a massive illuminated grille that dominates the front end. While BMW has started backing away from oversized grilles, Mercedes is going all-in with them.
For what it’s worth, the silver finish of the grille shown does nicely complement the car’s silver paint finish, so it doesn’t stand out like a sore thumb. Whether that same grille design will flatter a darker paint job is still an open question.
The E-Class EQ is also likely to get its own lighting treatment. Unlike the oddly sculpted headlights on the gas-powered version, this electric variant may adopt a cleaner look, potentially highlighted by star-shaped LED daytime running lights.
It’s a similar story at the back. Although the rear fascia shares a lot in common with the gas-powered E-Class, it could have distinctive taillights with new light signatures.
Another key difference we noticed on the prototype, and one reflected in these renderings as well, is the addition of a fourth side window that stretches behind the rear door frame. That said, Mercedes could also take a page from the Maybach S-Class, which uses a three-window layout with the final pane extending deep into the C-pillar.
What About Power?
Carscoops understands Mercedes-Benz’s new electric sedan will use the same MB.EA platform as the GLC EV. That likely means it’ll share the same powertrain and battery options too. The only variant of the GLC with EQ Technology currently on sale, the GLC 400 4Matic, features a 94 kWh battery and twin motors delivering 483 hp and 590 lb-ft (800 Nm) of torque.
The sizeable battery is enough to give the SUV up to 444 miles (715 km) of driving range on the WLTP cycle. Given the slightly sleeker shape and lower profile of the E-Class EQ, it may boast an even more impressive driving range. An advanced 800-volt electrical architecture will also support charging speeds of up to 330 kW.
Tesla Model S battery replacement can exceed the car’s value.
Third-party battery options exist but still may not be worth it.
Used Model S values range between $10K and $15K today.
Electric vehicles come with some obvious perks, from impressive acceleration and near-silent driving to charging costs that are typically, though not always, lower than fueling up with gas. But there’s a flipside when things go wrong. Battery replacement isn’t just expensive, it can easily eclipse the value of the car itself.
Just ask the owner of this 2013 Tesla Model S, for example, now staring down a quote that’s far from reasonable.
This particular owner recently visited a Tesla service center in Madison, Wisconsin, to get estimates on a battery replacement. According to a post they shared on Reddit, they inquired about swapping out the existing 60 kWh pack for either the same model or a larger 90 kWh version. Both options came back with steep price tags that likely outstrip the resale value of the vehicle.
Battery Pricing Hits Hard
A replacement 60 kWh pack would cost $13,830. That includes $580.50 for labor, based on a 2.58-hour installation time. The rest, a hefty $13,250, covers just the battery itself. Not exactly light on the wallet for what is now Tesla’s smallest available battery on offer.
The price jumps significantly for the larger 90 kWh pack. The pack alone costs $18,000, with an additional $4,500 required to unlock its full capacity. Factor in installation and necessary replacement parts, and the total comes to $23,262.
That’s well beyond what most used Model S vehicles from the same year are currently worth. We found they typically range from $10,000 to $15,000, depending on trim and condition. From a financial standpoint, the upgrade cost doesn’t pencil out.
Reddit u/sirromnek
Reddit user u/sirromnek shared the experience, sparking discussion among other Tesla owners. While many have logged hundreds of thousands of miles on their original packs without issue, battery degradation isn’t unheard of. For some, the only path forward is a costly replacement.
While going directly to Tesla is an option, new batteries can also be purchased from third-party suppliers, often at a much lower price than Tesla offers. However, given that decade-old Tesla Model S sedans are barely fetching over $12,000, buying a replacement pack probably isn’t worth it.
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Nearly 84,000 Genesis vehicles have an instrument failure issue.
Affected screens may suddenly reboot or briefly stop working.
The update addressing the issue is expected by early March.
Genesis just issued a new recall covering nearly 84,000 vehicles, but there’s no need to worry about misbehaving driver aids, parking outside, or a luxury SUV that might roll away on its own. Instead, owners are being told to disable their high-definition radio.
No, not because it might advertise another car brand, but because it can shut off the entire screen altogether while the car is in motion.
According to the National Highway Traffic Safety Administration (NHTSA), Genesis is recalling a wide range of 2025 and 2026 model-year sedans and SUVs after discovering that their digital instrument clusters can intermittently reboot and go blank.
When that happens, drivers may lose access to critical information such as vehicle speed, warning alerts, and fuel or battery levels for up to 10 seconds at a time.
Which Models Are Affected?
The recall covers six different Genesis models, totaling 83,877 vehicles in the U.S. These include the 2025–2026 G80, the 2026 G80 Electrified, the 2026 GV60, the 2026 GV70 and GV70 Electrified, and the 2025–2026 GV80. While recalls from Hyundai Motor Group often span multiple brands, this issue appears to be limited strictly to Genesis products.
The heart of the issue involves a software logic error in the vehicle’s head unit and integrated display system. Both HD and analog radio data are being written to the same memory location due to overlapping software routines.
Under certain conditions, that overlap can trigger a data overwrite error, causing the system to reboot and temporarily cut the display output to both the instrument cluster and infotainment screen.
Hyundai says it has received 237 reports related to the issue between late September 2024 and early January 2026, but no crashes, injuries, or fatalities have been linked to the problem so far.
A permanent software fix is expected by mid-March. Owners will be able to visit a Genesis dealer for an update, or download it over the air if their vehicle supports OTA updates. In the meantime, Genesis recommends that affected drivers disable the HD radio feature while on the road. That’s right. Back to FM and AM folks, at least for now.
Hyundai’s N Festival in Australia drew more than 350 cars.
Entry was AU$60, including track time and instructor support.
Non-N owners can attend through the new Nvy Track Sessions.
Building a loyal enthusiast following from the ground up isn’t something carmakers typically pull off overnight. For Hyundai, a brand that wasn’t exactly on anyone’s radar for fun, driver-focused cars to begin with, establishing its N performance sub-brand was not just about creating engaging machines. It was about cultivating a culture, and that’s a far more elusive achievement.
However, thanks to a host of owner-focused events, Hyundai Australia has done just that. There are now thousands of tightly-knit N owners across the country, helping the company’s creations become among the nation’s best-selling hot hatches. Not only that, but cars like the i20 N and i30 N have become genuine benchmarks in their respective segments.
In late November, the annual N Festival returned for its seventh iteration, but with a twist. Not only was the event open to N owners, but also to a select number of owners from other brands, so we decided to join in with a bright yellow Renault.
Nvy
Hyundai N Australia
The 2025 event was held at Winton Raceway, roughly two hours north of Melbourne. As interest in the N Festival has increased in recent years, it’s no longer just an event run over Saturday and Sunday, but for the first time, it was extended to a three-day event. For eager owners wanting to get onto the track, there’s no better event.
More than 350 cars attended in December. To join in, all that was required was a AU$60 ($40) entrance fee. In return, owners get ample time on the track, a gift bag of N merchandise, and tutelage from experienced driving instructors. This makes it an absolute bargain, particularly since regular track days usually start at upwards of AU$300 ($200).
New to the 2025 N Festival were the ‘Nvy Track Sessions.’ These sessions were open to 20 non-N car owners each of the three days. To participate, you needed to receive an invitation from an N owner and to pay the same fee. I managed to secure a spot for my Renault Megane RS275.
On Friday, Saturday, and Sunday, participants were split into six groups of 20 cars, with one group for the non-N cars. Each group had five 15-minute sessions on the track, totaling 75 minutes across the day. For pretty much anyone not named Max Verstappen, that’s more than enough track time.
While I’ve done plenty of track days in the past, this was the first one in my Renault. The chassis and brakes are standard (for now…), although I have had it fitted with sticky Continental SportContact7 road tires, and the engine modified with a new intake, blow-off valve, intercooler, downpipe, and tune. It’s good for 219 kW (294 hp) and 445 Nm (328 lb-ft) of torque at the wheels, a healthy amount for the 2.0-liter turbo.
Hyundai N Australia
The temperatures were hot, pushing over 30° C (86° F) throughout my sessions, but my little French hot hatch performed flawlessly. There were some impressive cars in my sessions, like a new G80 BMW M3, an Audi RS5, a Porsche Cayman GT4, modified Toyota Supras, and a tuned Toyota GR Yaris, but I had no issue reeling each of them in and overtaking.
Just like the i30 N is considered among the best hot hatches on the market, the third-generation Megane RS275 was held in similarly high regard when it was launched. Honed on the Nurburgring, it felt right at home on the circuit, providing immense levels of grip, combined with superb stability under braking and great straight-line pace. Admittedly, my tires now look a little worse for wear.
Ns On The Track
Of course, it was the Hyundais that were the real stars of the day. Hyundai Australia brought along a slew of press cars for journalists to test out. I managed to snag some seat time in each of the company’s current models, including the i20 N, i30 N hatch, i30 N Sedan, and the potent Ioniq 5 N.
Winton Raceway is quite a tight, short track, perfect for hot hatches like those from Hyundai rather than high-horsepower monsters. The pint-sized i20 N proved to be the perfect companion for the circuit.
While the i20 N only has a 1.6-liter turbocharged four-cylinder and is down more than 50 kW (67 hp) over the i30 N, it had no issue sticking with its bigger brothers on the circuit. It feels incredibly nimble and responsive, particularly around the circuit’s sweeping bends and tighter corners, often lifting one of its rear wheels as the front tires stick mercilessly to the track.
As standard, the i20 N comes with Pirelli P Zero NH tires, and they perform brilliantly on the track. As the day progressed, they did start to lose some grip, but importantly, they remained predictable despite the wear. The only issue I encountered was difficulties downshifting from 3rd to 2nd with the auto-rev match function enabled, something I also experienced at the N Festival back in 2022.
Extra Power, Extra Thrills
For those seeking superb on-track handling, combined with on-road comfort, and great straight-line speed, the i30 N hatch and i30 N Sedan remain among the best options on the market. While they may share a name, the i30 N Sedan has a longer wheelbase than the hatch and is based on a different chassis. In most of the world, it’s known as the Elantra.
In a straight line, the i30 N hatch is a little sprightlier. While both cars have the same 2.0-liter turbocharged four-cylinder and are advertised with the same 206 kW (276 hp) and 392 Nm (289 lb-ft), the hatch’s boost pressure peaks at 17 psi, whereas it usually sits around 14 psi in the Sedan. This is because the sedan has Hyundai’s controversial ‘Octane Learning Mode’.
To enable the full 17 psi, you’ll have to either drive in 8th gear between 109-159 km/h (68 -99 mph) for 5 minutes or more, or drive for 5 minutes or more in 44th or 5th gear at 40-70% throttle between 40-120 km/h (25 -75 mph). Obviously, this isn’t achievable on a track. Many owners I spoke to have had their cars tuned to unlock full boost without having to do this procedure.
The duo also feels quite different through the turns. Both stick extraordinarily well, providing enough grip to warp your face. However, the hatch is noticeably stiffer and feels a little lighter. By comparison, the i30 N Sedan feels more stable, owing to the longer wheelbase, and is easier to find the limits in. On the track, we prefer the hatch, but on the road, it’s the Sedan that stands out.
What the Ioniq 5 N Does Best
We also had the opportunity to do a few hot laps in Hyundai’s potent Ioniq 5 N. This is the performance car that has redefined what we thought was possible for an EV. Not only is it extraordinarily quick, but it’s also loads of fun to drive. It’s no surprise that Porsche and Lamborghini have benchmarked their EVs against it.
Obviously, the dual-motor powertrain makes the Ioniq 5 very quick in a straight line. However, because Winton’s straights are quite short, it doesn’t get much room to stretch its legs. Thankfully, it shines in other ways, particularly in its handling dynamics.
Thanks to some engineering trickery, it’s possible to shift the amount of power sent to the front and rear wheels. As such, the Ioniq 5 N can be driven effectively as a front-wheel-drive or rear-wheel-drive car. This means it is inherently more configurable and playful than Hyundai’s other N products. The downside? It’s electric, meaning it’s not so practical for track use unless a circuit has a DC fast charger.
Track Day Antics
The 2025 N Festival didn’t just include dozens of track sessions. This year, owners were also able to participate in a series of head-to-head rolling races to see who owns the quicker car in a straight line. There was also a Show’N Shine and an organized drive through some of the circuit’s neighboring country roads.
Australia’s N Festival has established itself as one of the best events on Australia’s track day calendar, and it’s easy to see why. It’s affordable, well organized, and welcoming. I’m sure it convinced some non-N owners to call up their local Hyundai dealership and place an order. As for me, used Ns remain out of my price range, so I’ll be keeping my French hot hatch.
Kia’s Meta Turismo concept mixes retro lines with EV hardware.
A production version could ride on Hyundai’s E-GMP platform.
Dual motors could deliver over 650 hp and sub-3s acceleration.
Kia’s 80th anniversary Meta Turismo GT concept wasn’t just a nostalgic design exercise; it was an absolute mic-drop moment. With its futuristic, yet 1960s concept-inspired lines and EV underpinnings, it offers a tantalizing glimpse at where Kia’s performance ambitions could be heading.
That got us thinking. Now that the Stinger has officially bowed out, and with Kia in need of a new halo model, what would a production-ready Meta Turismo actually look like? Here’s our take imagined as what could be called the EV8 GT.
Soft forms clashing with angular geometry: that’s how Kia describes its ‘Opposites Unite’ design language. In this imagined production model, the concept evolves into something more grounded yet still sharp, mixing vintage concept wedge proportions from the 1960s with flashes of Lamborghini aggression.
Up front, the Meta concept’s face has been reworked to better align with Kia’s current design language, featuring a low-set tiger nose and an active lattice grille. Carbon fibre is used generously across the front splitter, side skirts, and hood strakes, which flow cleanly into the wing mirrors.
Viewed from the side, our EV8 GT study is defined by a fastback roofline and cab-forward stance. While the angular side surfacing remains the same, we’ve added flush door handles and traditional pillars. Around the back, the rear is more restrained with halo-effect LED light bar, and a functional diffuser.
The Inside Take
The Vision Meta Turismo concept’s interior.
The cabin of the Meta Turismo concept is decidedly dramatic, but for production, it would be dialed back without losing its focus on the driver. Key elements like an augmented reality head-up display and smart glass would remain, while the overall layout would feel more grounded.
We’re also anticipating deeper AI integration, including conversational voice interfaces and tools like ChatGPT.
Hyundai Motor Group’s tried-and-true E-GMP architecture would be the obvious choice as a platform, as it offers 800-volt capability and Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) functionality. Handling-wise, the GT sports adaptive damping, torque vectoring, and rear-biased all-wheel drive to balance ride comfort with canyon-carving prowess.
Kia’s dual-motor setups are capable of 650 horsepower (478 kW) and 568 lb-ft of torque. We expect the EV8 GT to surpass this, with a 0-60 mph performance closing in on the 3-second mark. Like Hyundai Group’s other performance EVs, there will be simulated gear shifting and synthetic noise generation to accompany its rapid pace.
In a perfect world, solid-state batteries would make an appearance, yet commercial reality for this chemistry still appears a long way off. A safer bet would be a 100 kWh Li-Ion Phosphate (LFP) battery pack good for an WLTP range of over 435 miles (700 km).
BMW could offer EV and gas versions of the next 4-Series.
Shared 3-Series development keeps cost and risk lower.
New V8 and V12 engines meet Euro 7 with minor updates.
Despite the shrinking demand for coupes, BMW isn’t backing away from the segment just yet. A third-generation 4-Series is on the way, and it’s not just a box-ticking refresh. The new model looks set to play a bigger role in BMW’s long game, possibly offering both electric and combustion versions, plus a next-gen M4 flagship in the mix.
BMW has been producing the current-generation 4-Series since 2020, offering it in multiple forms including the Gran Coupe and the all-electric i4. The latter has held the distinction of being BMW’s best-selling EV to date, but that role is soon expected to shift to the i3 version of the next-generation 3-Series.
That transition has raised questions about where the 4-Series fits into BMW’s evolving electric and combustion plans.
While recently speaking with Autocar, BMW’s head of engineering and development, Joachim Post, emphasized that the 4-Series remains strategically important. He also pointed out that creating a new generation of the car would be relatively cost-effective, thanks to shared development with the next-gen 3-Series.
Platform Synergies Keep Coupes Alive
“The 4 Series is an important car for us,” he told the magazine. “It’s more sporty, and BMW is a sporty brand which has a clear heritage also on the performance side. It will play an important role also for the future. It’s not [as] expensive [as] making a completely new car and whenever we make a 3 Series or X3, we still think about the 4 Series or X4, to make it with synergies so that a derivative can be easily built out of the base.”
Post pointed to the benefits of what BMW calls “high synergies” between models like the 4-Series, X4, and X6. By leveraging shared components and platforms, BMW can build lower-volume body styles without incurring the full cost of starting from scratch. That gives models like the 4-Series a clearer business case, even in a less crowded coupe market.
If BMW does indeed launch a new 4-Series, it will follow the same path as the next 3-Series. That means we could potentially see both combustion and electric versions, each built on different platforms. The gas-powered model would use an updated version of the familiar CLAR platform, shared with the next-gen 3-Series, while the EV would ride on BMW’s Neue Klasse architecture, the same one underpinning the upcoming i3 and iX3.
Of course, there’s still a chance BMW could commit to just one direction, but for now, it hasn’t made that call publicly.
What we do know is that the Neue Klasse is already confirmed to support an electric iM3, which makes an iM4 Coupe feel entirely plausible. On the combustion side, BMW has also said the next M3 will stick with its six-cylinder engine in mild hybrid form, keeping the door open for a new gas-powered M4 Coupe as well. Whether we get both versions or just one remains to be seen.
If there’s an electric version of the 4-Series, expect a setup similar to the forthcoming i3, powered by BMW’s 108kWh battery pack. Rear- and dual-motor powertrains are also on the menu. Although Post hasn’t revealed performance targets, early indications suggest a range exceeding 500 miles is within reach.
Whatever BMW ends up doing, it’s obvious that the rest of the field is thinning out. Audi has dropped the A5 Coupe, and Mercedes has merged its C-Class and E-Class coupes into one model, the CLE. With fewer players still in the mix, BMW might find itself with a bit more room to maneuver on the sales front.
During the same interview Post noted that BMW has already developed its next-generation of engines to comply with Euro 7 regulations. This means the current twin-turbo 3.0-liter S58 straight-six of the M3 and M4 will live on, albeit upgraded with a mild-hybrid. He also confirmed that large V8 and V12 engines are safe, including the 6.75-liter V12 used by Rolls-Royce.
“We can fulfill Euro 7 with some optimization in the exhaust system – with things like the catalysts – so that’s why we have a big advantage in that Euro 7 is not that high an investment for us,” he revealed.
Mercedes’ new C-Class with EQ Technology has been spied.
The first ever C-Class EV debuts in the second half of 2026.
Borrows huge illuminated grille and 800-volt tech from GLC.
Mercedes might have eased back on its electric goals in the face of slowing global demand, but it still has plenty of hugely important EVs on the way. And this is one of them, the first ever electric C-Class, which debuts later this year.
If Mercedes sticks to current naming convention it’ll be saddled with the clunky C-Class with EQ Technology name, something we’re familiar with from models like the new GLC with EQ Technology, which made its global debut at the Munich Motor Show last September.
And that’s not all the new zero emissions sedan shares with the electric GLC. Both ride on Mercedes’ new MB.EA platform, while the smaller CLA sedan uses a different MMA architecture.
The C-class – which will be sold alongside an updated version of today’s combustion C-Class – also adopts the large, illuminated, traditional-look Mercedes grille that the GLC debuted, and which is expected to be rolled out across multiple model lines in the next couple of years.
450+ mile range
SH Proshots
Based on what we know of the GLC EQ, the electric C-Class will get 800-volt electrics, and the C400 version should have a 483 hp (489 PS / 360 kW) dual-motor drivetrain that gets it to 60 mph (97 kmh) in well under 5 seconds.
It could also get the same 94 kWh lithium-ion battery pack as the SUV, and if that’s the case, expect the lower, lighter sedan to improve on the GLC’s already excellent 443-mile (713 km) range.
Glimpses of the C’s interior in previous spy shot hauls indicate that it’ll feature the same 39.1 inches (99.3 cm) MBUX Hyperscreen display that stretches right across the dashboard.
That’ll give the C-Class a very different interior ambience to its electric BMW i3 sedan rival, which is also schedule to debut this fall, but is believed to feature minimal conventional dashboard screens, favoring head-up displays instead.
The i3’s Neue Klasse exterior should mean the BMW feels more modern on the outside, too, though it could prove too futuristic for some fans who like the way the current 3-series looks.
One thing’s for sure, and it’s that electric sedan buyers are going to be spoiled for choice come 2027 when both cars land in dealerships. Which would you pick?
New growth hotspots emerged far outside traditional markets.
A major federal incentive ended late in the calendar year.
Charging access still varies widely across state lines.
After years of leading the national shift toward electric vehicles, California may be approaching an inflection point. For the first time since the pandemic, EV sales in the state are expected to dip in 2025, even as several other states report a sharp rise in adoption.
Data from JATO Dynamics shows that during the first nine months of 2025, before the federal EV tax credit ended, roughly 302,000 electric vehicles were sold in California. That figure represents a 1.4 percent decrease compared to the same period last year, hinting that the state’s EV market could be nearing saturation.
We don’t have figures for the last quarter of the year, but given the elimination of the $7,500 federal tax credit on September 30, it’s safe to assume the final numbers will look worse, unless buyers suddenly developed a taste for paying more.
Despite this, California remains well ahead of the pack. EVs now account for 21 percent of new vehicle sales in the state, placing it above the District of Columbia (19 percent), Colorado (19 percent), Washington (17 percent), Nevada (16 percent), and Oregon (13 percent).
ZEV States Surge
Several of these ZEV states saw marked gains last year. For example, New York’s EV sales rose 21.1 percent in the first three quarters, while Colorado posted a 30.1 percent increase. On average, EVs make up 13 percent of new car sales in ZEV states. In contrast, non-ZEV states average just 6 percent, contributing to a national average of 8 percent.
EV sales also rose sharply in many non-ZEV states during the same period. Florida, in particular, recorded an impressive 33 percent jump between January and September 2025, reaching 109,000 units, which now represent 9 percent of new vehicle sales.
That jump in Florida is notable not only for its scale, but also because it comes without the backing of ZEV mandates or aggressive state-level incentives. In a politically conservative state where environmental policy isn’t front and center, the increase suggests that consumer demand, not legislation, is doing the heavy lifting.
Texas followed with a 16.7 percent rise to 77,000 units. Illinois saw a 36.2 percent increase, reaching 32,000. Georgia posted a 23.3 percent bump to 28,000, while Michigan led in growth rate, soaring 90.7 percent to 31,000 EVs sold.
“The rapid uptake in BEV sales in Michigan is a clear example of why growth in traditionally non-ZEV states presents such a valuable opportunity for domestic brands,” JATO analysis and reporting specialist Anthony Puhl said.
“While it is possible for a brand to break into a new market, as Tesla has done on a national level, we expect BEV sales in other states to come from brands with which the population is already familiar.”
One of the key hurdles for EV adoption in non-ZEV states remains charging infrastructure. In ZEV states, there’s approximately one public charging point for every 880 people. In non-ZEV states, that number jumps significantly to one for every 2,216 people, highlighting a critical gap in support systems for EV owners.
BMW’s electric M3 uses soundtracks from past M performance icons.
It blends V8, inline-six, and V10 engine notes into its EV profile.
The M3 EV will feature simulated shifts with optional sound modes.
Breaking into the electric performance space is a delicate task for a brand like BMW M, which has spent decades building its reputation on combustion-powered icons. But that’s exactly what it’s attempting with the Neue Klasse-based electric M3, or, as it may end up being called, the i3M.
The upcoming high-performance EV won’t replace the traditional ICE-powered model, though. Instead, it’s designed to sit alongside it, borrowing cues from BMW M’s most celebrated models to bridge the old and the new. Or at least that’s the promise.
BMW M released the latest chapter in its video series detailing the development of the new super sedan, previewing the distinctive soundscape it plans to offer. Taking a page from Hyundai N’s playbook, BMW aims to replicate the sounds of some of its most iconic models, blending them with the unique tone of a high-performance EV.
Chasing the Sound of the Past
Rather than relying solely on software to mimic engine sounds, BMW assembled an M3 GTS with a 4.4-liter V8, an M4 GTS with its 3.0-liter twin-turbo inline-six, and a classic BMW M6 featuring the brand’s iconic 5.0-liter naturally aspirated V10. Their engine notes were recorded on a dyno, then layered into the soundtrack of the electric prototype.
The clip only demonstrates the soundtrack of the electric M3 for a brief moment while being put through its paces on BMW’s test track. As the driver hits the throttle, it begins to sound like a turbocharged engine building boost as the revs climb. There are also some notable turbo whistles, mixed in together with some of the high-pitched whine expected of an EV.
Performance to Match the Drama
Like the Hyundai Ioniq 5 N and Ioniq 6 N, BMW’s electric M3 will also include simulated gear shifts to match the synthetic engine notes. For drivers who prefer their EV experience unfiltered, these features are expected to be optional and easily switched off.
Of course, the electric M3 will need to be more than just good-looking to convince shoppers. BMW has confirmed it’ll be fitted with four electric motors and a 100 kWh battery pack that’s up to the task of track use.
While BMW hasn’t revealed any final power figures, we know that each wheel will be controlled individually, allowing for advanced torque vectoring for better performance and handling. There will also be an optional rear-wheel drive-only mode.
VW plans to rename ID.4 as ID. Tiguan with facelift, report says.
Familiar name aims to make VW electric SUVs easier to sell.
Facelift brings new look, better interior and new FLP battery tech.
Volkswagen’s ID.4 electric SUV is getting a new suit and a new name to go with it. A report out this week suggests the ID.4 will soon be rebadged as the ID. Tiguan, confirming what we suspected in a recent spy shot story.
The name change will arrive alongside a comprehensive facelift later this year, according to Auto News. Their nformation reportedly came from the IG Metall labor union during a press conference in Germany, which is about as official as things get without VW actually saying anything. Unsurprisingly, Volkswagen declined to comment.
Baldauf
This move fits perfectly with VW’s recent decision to abandon cold numeric names in favor of familiar badges. It was recently confirmed that the production version of the ID.2all hatch concept will be called ID. Polo when it arrives in European dealerships this year, and don’t be surprised if the ID.Every1 concept turns into an ID. Up.
We’ve already seen what the ID. Tiguan looks like in prototype form. Our spy shots revealed a heavily revised exterior with new doors, redesigned lights, fresh bumpers, and a reworked rear hatch. The shape remains familiar, but the surfacing is sharper and more upright, bringing it closer to the combustion Tiguan and the upcoming ID Cross.
Rediscovering Buttons
The changes are more than skin deep. Inside, Volkswagen appears ready to undo some of its recent interior mistakes. Physical buttons are expected to return, including a proper volume knob, along with better materials and a cleaner dashboard layout.
The touchscreen and digital cluster should grow in size, while updated software promises a smarter voice assistant that hopefully listens this time. The result should look something like the interior of the new ID. Polo, shown below.
Underneath, the facelifted ID. Tiguan is expected to ride on a revised MEB plus platform. That likely means newer battery cells, including LFP chemistry in some versions, improving efficiency and potentially boosting real-world range. Don’t expect a voltage upgrade though, as it will stick with 400-volt architecture and modest charging speeds.
Performance updates should be mild, since VW already boosted the base single-motor version in 2024 to 282 hp (286 PS/ 210 kW), though dual-motor versions could get a lift to help them regain their advantage over rear-drive models. The focus overall though, will be on usability, refinement, and making the electric Tiguan feel like a natural alternative to the combustion SUV carrying the same name.
Production of the new ID. Tiguan will continue in Emden, Germany, through 2031, Auto Newsreports, suggesting VW sees plenty of life left in this model. And that makes sense, since the ID.4 was one of only two models that grew, rather than lost, sales in the US last year.
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