Seawalls are great at protecting property and people. A new nature-inspired seawall add-on is trying to make them better at protecting marine wildlife too.
(Image credit: Nathan Rott)
A school bus driver is making a statement each morning before starting his route, not only with his safety checks but by dressing for success with a suit and tie.
John Sitar, a bus operator for Hampshire County Schools in West Virginia, has made old-school business dress part of his daily routine for the past 15 years. The attire is a “self-imposed uniform,” a way to show students that he takes pride in his job and cares about the children he serves.
Sitar’s story is one of several highlighted recently by the West Virginia Department of Education and county school systems during Public Schools Week, observed Feb. 23–27.
Before heading out on his route each day, Sitar makes sure one final detail is in order: His tie is on straight. He added the decision to from a lesson he learned as a student himself.
“When I was in high school, the principal made the men wear a tie, and the women had to dress up,” Sitar said in the statement. “It made a difference, and it set them apart as role models. I wanted to do that for these children.”
Sitar has spent most of his life in Hampshire County. He grew up on a farm, where he said he learned the value of hard work. Later, he served in the U.S. Army as both an Army Ranger and Green Beret. He eventually returned home to the West Virginia Potomac Highlands.
Now, he says his role behind the wheel of a school bus allows him to continue serving his community.
“I know these kids might not see this every day,” Sitar said. “Any interaction any staff member has with students is important. And if you acknowledge them as a human being, and somebody notices them when they get on the bus, that is a big deal to them.”
Nearly half of Hampshire County public-school student come from low socioeconomic households, according to data shared by the West Virginia Department of Education. Sitar said that reality is something he sees firsthand every day.
Because of that, he said small gestures matter, including the suit he dons every weekday.
“Bus drivers are the first people the children see in the morning, and the last ones they see in the evening,” Sitar said. “I think what we do makes a difference. I just want them to know that I care about them.”
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The post West Virginia School Bus Driver Dresses for Success with Students appeared first on School Transportation News.
School transportation departments navigate constrained budgets, staffing challenges and rapidly evolving technology that rely on procurement tools: Request for Information (RFI), Request for Proposals (RFP), Request for Bids (RFB) and pilot programs.
Using those tools properly yields optimal results. RFIs help districts—particularly large ones—understand market capabilities before committing to specifications.
RFPs allow districts to evaluate solutions based on expertise, implementation plans and long-term value utilizing a scale or scoring system for multiple companies offering similar products or services. Factors include sustainability, customer support and training. RFBs are critical for standardized purchases, ensuring transparency, fairness and fiscal accountability through objective competition. Bid specs yielding the most results consider the operational needs and what problem needs resolution.
Industry consultant Alexandra Robinson noted an RFI is a fact-finding process to ask questions, research the product and conduct demonstrations. These findings result in writing the RFP or RFB. The proof is in the real-world pilot test of the solution.
A School Transportation News reader survey last year indicated 32 percent of transportation directors and supervisors engage in pilot programs. Thirty-five percent said they submit an RFI prior to submitting an RFP. Software provider Transfinder noted it participated in 217 percent more RFPs in 2025 than in 2024.
Ashley Jones, assistant director of special projects for Charlotte-Mecklenburg Schools (CMS) transportation department in North Carolina, noted challenges faced in preparing for an RFP process include the hurdle of balancing the wish list of operations and maintenance with budget restraints.
“We also struggle with ensuring what we buy today won’t be obsolete in two to three years,” she added. CMS released an RFP in December for transportation telematics service and hardware, to improve upon GPS tracking, driver behavior metrics and on-time arrival rates. The district formed an RFP team including transportation operations, IT team members and finance. “This prevents us from buying a software solution we can’t support or maintain,” Jones said.
CMS utilizes a weighted scoring rubric that considers pricing, experience, specific vendor offerings, and references. It holds a pre-bid meeting internally but not publicly for potential companies placing a bid, Jones noted.
“This is included in the bid and part of our scope of work,” she added. “Vendors can ask additional questions during the process if needed.”
The decision to bid is based on several review meetings involving the CMS internal transportation team to determine basic needs and potential operational gaps.
“Before drafting the scope of work, the team collaborated to categorize requirements into fundamental needs versus additional capabilities,” said Jones. “Key drivers identified for this included the benefit of an accurate telematics platform including the essential need for accurate reports for bus arrivals, the desire to improve transparency between parents and school transportation, and the requirement for advanced diagnostic tools to streamline workflow for the maintenance team.”
When developing specifications, it is crucial to ensure a district is requesting technology that is current and open to competition, Jones noted.
“Specifications must be developed from market research, pilot program opportunities and the internal transportation team,” she added.
A standardized amount of bonding and insurance is required of all vendors. Onsite maintenance is handled through an internal team for oversite. The bid winner produces a maintenance and return merchandise authorization plan.
Jones noted each vendor has different parameters regarding their product warranties. This information is included in the grading rubric and considered during bid awards. To ensure system effectiveness, the RFP includes a mandatory continuation plan.
“We require the selected vendor to assign a dedicated, full-time employee to oversee the entire initial rollout,” Jones said. “The dedicated support must continue for an additional six months to facilitate continuous training for staff and immediately address software or hardware issues that may occur in the rollout period.”
Daniel Kang, Los Angeles Unified School District transportation director, noted a source selection committee was established in the district’s most recent RFP for upgraded GPS, tablets and camera systems.
The committee of subject matter experts from dispatch, technology, fleet, and the deputy director interviewed those who already utilize the top three scoring systems.
“Having direct conversations with fellow school districts allowed for honest feedback,” noted Kang. Key questions addressed the system’s highlights, outstanding concerns, whether the district would purchase the product again, and lessons learned.
When Austin (Texas) ISD put out an RFP in 2017 for stop-arm camera technology, it included a request for a six-month pilot program “to see how they would perform—the technology, reporting system, our interaction with our police department,” said Kris Hafezizadeh, Austin ISD executive director of transportation and vehicle services.
Austin ISD used the previous solution until last April, at which point district officials released another RFP to review other existing technologies, vendors and opportunities, using similar specs from the first RFP.
Hafezizadeh assembled a panel including transportation, law enforcement and legal representation to observe a presentation by top vendors, awarding the contract after school board approval to BusPatrol effective last May 1.
Hafezizadeh noted the district’s procurement office handles much of the RFP details: Writing the correct specs, considering the technology involved, and others involved in the process.
The district’s panel viewed proposals using Bonfire procurement technology, a cloud-based platform offering online solicitation, submission contract evaluation and management, and vendor performance. Hafezizadeh said RFP priorities were customer service, quality and responsiveness followed by financial and technical aspects.
“If you’re dealing with a district [of] our size, we are not awarding something to a company that may not know anything about [the issue] and are still trying to get the experience,” he said.
The contract stipulates Austin ISD gets 65 percent of each $300 citation, and BusPatrol gets 35 percent. “With the stop-arm cameras, we want the highest revenue shared with us, and the best technology and process as possible,” Hafezizadeh said.
Equipment, installation implementation and maintenance is no cost to the district, said Hafezizadeh, adding funds from the citations are used to pay police officers for time they invest in approving or disqualifying violations as well as the appeal judge the district hires to hear monthly appeals.
Hafezizadeh noted support requires attending community and PTA meetings and discussions with local and state legislators. The Austin ISD web page outlines the stop-arm law and consequences when motorists are cited.
In creating specs, Hafezizadeh said he wants a turnkey operation, including maintenance. Also, key are the implementation timeline and training bus drivers on the technology.
The RFP also addresses district and vendor responsibilities regarding financial matters, bonding and insurance. The process includes what kind of insurance the company needs to have to be qualified to send its proposal. When a video camera is not working properly, BusPatrol is tasked with sending a maintenance team to check on its status and make repairs. Hafezizadeh serves as project manager. A district police chief serves as a direct contact for violations, hearings or legal issues.
In its contract, BusPatrol indicated what it will take care of in the case of a collision, such as if a camera is hit and damaged.
“They replace it,” Hefezizadeh said. “The equipment belongs to them.”
As part of a continuation plan, he meets with BusPatrol bi-weekly to review previous months’ reports and discuss topics such as providing more community educational opportunities.
Ohio Pilot Programs Target Improved Reliability, Efficiency
As student transportation professionals across the country grapple a host of challenges, two pilot programs in Ohio seek insights into how to improve access, reliability and cost-effectiveness in pupil transportation.
The Ohio Department of Education and Workforce (ODEW) said the pilot programs aim to inform future strategies and guide the development of comprehensive solutions to address ongoing absenteeism, high transportation costs, outdated student rosters, noncompliance with individualized education programs (IEP), and reliability and efficiency.
Established under the 135th General Assembly’s House bills 33 and 250, the programs are designed to explore alternative transportation methods and address inefficiencies in the current system. ODE established the pilots for the Educational Service Center of Central Ohio (ESCCO) and the Montgomery County Educational Service Center (MCESC). They launched the pilots for the 2024-2025 school year. In a program summary, ODEW said both organizations are tasked with identifying students facing transportation difficulties, arranging approved vehicles for eligible students, and ensuring compliance with transportation requirements for students with disabilities as outlined in their IEPs.
ODEW funds the programs by deducting the statewide average cost per student—$1,214.29 for fiscal year 2025—from participating districts’ state transportation payments. Additionally, the educational service centers received federal Elementary and Secondary School Emergency Relief grant funds to support transportation expenditures.
The MCESC pilot program, branded as Ride Smart Ohio, focuses on using alternative vehicles with a capacity of nine passengers or fewer, according to ODEW.
The program not only provides transportation for students but also creates flexible income opportunities for teachers, staff and community members. Ride Smart Ohio utilizes advanced software from Trust-Ed to ensure a secure and user-friendly system, empowering school staff to play an active role in transportation efforts.
In fiscal year 2025, MCESC received over $493,000 in funding for the pilot program. For fiscal years 2026 and 2027, the program will receive $250,000 annually to continue its operations.
As of November, Ride Smart Ohio entered service contracts with six districts, including West Carrollton, Mad River, Valley View, Northmont, Oakwood Schools, and Dayton Public Schools. Seven active drivers currently provide daily transportation for 13 students, including seven who attend Ohio Deaf and Blind Education Services.
The program has prioritized safety and compliance, completing 100 percent of vehicle inspections and driver physicals before the school year began. Updated driver training modules have been implemented to align with state rules. Looking ahead, Ride Smart Ohio plans to recruit and onboard new drivers, enhance data reporting, schedule refresher training, and review fleet management before winter maintenance.
The ESCCO pilot program, which concluded last June, focused on providing transportation for Columbus City Schools. During its operation, 23 drivers transported 60 to 65 students to three community schools. The program received over $5 million in funding for fiscal year 2025.
ODEW highlighted key findings in September. It found that participating students saw improved attendance, averaging 13 more days in school compared to the previous year. Non-school bus transportation using smaller vehicles proved effective and reliable, but the cost of third-party contractors was significantly higher—more than five times the amount received through state transportation funding.
Additionally, outdated and inaccurate student roster information from schools created delays and extra work. Despite these challenges, families and community school participants expressed high satisfaction with the program state funding model.
Editor’s Note: As reprinted from the March 2026 issue of School Transportation News.
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ATLANTA — Heliox, A Siemens Business, a leader in EV charging solutions, introduces the H60D fast charger, a compact, high-utilization solution designed for a wide range of vehicles including cars, buses, and trucks. The system combines a dynamic power allocation between its two CCS1 outlets, broad EV and backend compatibility, and flexible mounting options to support higher charger usage across a wide variety of sites.
The H60D enables two parallel charging sessions from a single unit, cutting both hardware spend and footprint while increasing the number of vehicles that can be served at each location. Both outlets can operate simultaneously and share power dynamically, allowing operators to either deliver the full 60 kW to one vehicle or distribute power between two vehicles as demand shifts throughout the day. With 60 kW rated output and up to 150 A maximum DC current, the charger delivers efficient DC charging for a variety of cars, buses, and trucks, helping reduce overall charging time and keep assets in service.
EV compatibility is supported by US-based in-house testing and development capabilities, ensuring seamless integration. The charger’s flexible design allows deployment as wall- or pedestal-mounted and in either networked or standalone configurations, so operators can scale and customize installations to match site constraints and operational priorities. A new RFID capability expands driver access management, enabling Heliox products to deliver flexible authentication across fleet operations. Peak efficiency above 96% minimizes power losses and energy use while maximizing energy delivered to vehicles. A NEMA 3R-rated enclosure enables safe, reliable operation indoors or outdoors and is engineered to stand up to daily wear and tear, expanding siting options from depots and yards to parking lot environments. A compact, low-profile enclosure helps operators fit chargers into new or existing facilities with minimal disruption, further decreasing benchmark installation time through design improvements.
Built for interoperability and future-readiness, the H60D supports the SAE J1772 (CCS Type-1) standard, providing compatibility with the dominant North American DC fast-charging connector. A broad 200–1,000 V DC output range enables support for today’s and next-generation commercial EV battery platforms, protecting infrastructure investments as vehicle technology evolves. Communication based on open standards, incl. OCPP 1.6J and OCPP 2.0.1, enables robust vehicle-to-charger connectivity and supports advanced smart-charging capabilities.
Engineered and manufactured in the United States, the H60D leverages domestic engineering and production quality standards, with system-wide durability and thermal upgrades that support consistent performance over the product’s lifecycle. Rated to operate from -22°F to +131°F, the charger delivers reliable performance across diverse climates and seasonal conditions, enabling nationwide deployment strategies without extensive customization.
To support long-term reliability and predictable lifecycle performance, the H60D includes a standard 24‑month warranty and optional preventative maintenance programs that help operators maintain high uptime and optimize asset performance over the charger’s service life. This comprehensive support model gives fleets and site hosts confidence that their charging infrastructure will perform reliably and remain a strong, future-ready asset in their operations.
About Heliox, A Siemens Business
Heliox, A Siemens Business, delivers world class EV charging equipment, services, and robust solutions for a broad range of EV fleets. Our portfolio encompasses all aspects of smart and efficient AC and DC charging infrastructure, including IoT-connected hardware, software, and a comprehensive service offering. Designed and manufactured in North America, Heliox builds UL and CSA compliant products that also meet Build America, Buy America Act (BABA) standards. Heliox’s high-quality, field-proven charging products are now backed by Siemens’ financial strength, global reach, and long-term stability—delivering the best of both worlds.
For more information, visit www.heliox-energy.com.
The post Heliox Introduces Heliox 60 Dual DC Fast Charger appeared first on School Transportation News.
Mercedes-Benz has a pair of very interesting new EVs in its line-up, namely the latest-generation CLA and GLC, but that doesn’t mean it’s not thinking even further into the future. According to a new report, the brand may look to deepen ties with China’s second-largest car manufacturer for its next generation of EVs.
Unnamed sources claim that Mercedes has had early-stage discussions with Geely about its future EVs. It’s possible these vehicles will feature componentry from the Chinese brand, which would no doubt help cut engineering costs and shorten development times.
Read: 2026 Mercedes CLA To Get A 2.0L Turbo Engine Built By China’s Geely
While Geely declined to comment on the report, a Mercedes spokesperson acknowledged that the firm “is continually reviewing ways to make research and development faster, better and more efficient — both in China and globally.” Importantly, the same spokesperson told Bloomberg that there are no discussions about Mercedes and Geely sharing platforms.
Germany Joins With China
This contrasts with what fellow German brand VW has done. It has partnered with Chinese brand Xpeng and is sharing architectures with the relatively young EV startup for some of its future EVs, including a new ID-badged sedan. Companies like Xpeng, as well as BYD, Geely, Chery, and others, have streaked ahead of many Western legacy automakers, developing more advanced batteries and electric motors.
Mercedes already has very strong ties with Geely and operates the Smart brand with its Chinese partner. Once exclusively a purveyor of small city cars, the Smart brand has been revitalized as an EV manufacturer with designs penned by Mercedes, while engineering and manufacturing are handled by Geely.
While Mercedes says it’s not interested in platform sharing with Geely, a recent report from China claims that the German company could develop its next-gen EV platform using Geely’s GEEA electronic and electrical architecture as its base. This report from 36Kr claims that the new platform has been dubbed ‘Phoenix’ and will be used for entry-level EVs sold worldwide, potentially launching as soon as 2030 as a replacement for the current MMA architecture.
Spy photographers recently caught the ID. Cross virtually undisguised, but Volkswagen put the camouflage back on for an official photo shoot in Amsterdam. That’s not all as the company has released a handful of initial specifications.
The electric crossover is scheduled to arrive in Europe this fall with a starting price of about €28,000 ($32,218), according to Volkswagen. It rides on the MEB+ platform and shares a lot in common with the ID. Polo. This includes a choice of three front-mounted motors with outputs of 114 hp (85 kW / 116 PS), 133 hp (99 kW / 135 PS), and 208 hp (155 kW / 211 PS).
More: VW’s Cheapest Electric SUV Steps Out Almost Undisguised
The ID. Polo lineup will also receive a GTI variant with 223 hp (166 kW / 226 PS). It will arrive in the spring of 2027, although there’s no word yet on whether the ID. Cross will get the same treatment.
Volkswagen also confirmed the crossover will have 37- and 52 kWh battery packs. Like on the ID. Polo, the smaller one should have a lithium iron phosphate chemistry and a 90 kW DC fast charging capability. It should power versions developing 114 hp (85 kW / 116 PS) and 133 hp (99 kW / 135 PS).
The 52 kWh battery will likely have a nickel manganese cobalt chemistry and Volkswagen has said it’ll give the small crossover a range of up to 280 miles (450 km). It will also have a slightly higher 105 kW DC fast charging capability.
In terms of size, Volkswagen confirmed the model will measure 163.5 inches (4,153 mm) long, 70.6 inches (1,794 mm) wide, and 62.2 inches (1,581 mm) tall with a wheelbase that spans 102.4 inches (2,601 mm). The ID. Cross will also offer 20-inch wheels as well as a towing capacity of 2,645 lbs (1,200 kg).
Volkswagen didn’t release interior pictures, but the cabin should echo the ID. Polo and have a 10.25-inch digital instrument cluster as well as a 13-inch infotainment system. The automaker also revealed the model will have a cargo capacity of 16.8 cubic feet (475 liters), but that can be expanded to 47.3 cubic feet (1,340 liters) by folding the rear seats down. If that’s not enough, there’s an extra 0.7 cubic feet (22 liters) of space in the frunk.
Newly-released sales figures from the United States is starting to reveal just how much electric vehicle demand leaned on the federal EV tax credit that was discarded on September 30 last year. With that incentive now gone, the early numbers suggest the market is already feeling the adjustment, and it has not been a subtle one.
Data from S&P Global Mobility shared by Auto News show that 59,802 new EVs were registered in January, a massive 41 percent drop from a year earlier. Out of nearly 1.2 million vehicles registered that month, that leaves fully electric models with just a 5.1 percent share of the market, down from 8.3 percent a year earlier.
Meanwhile, gasoline vehicles quietly expanded their hold, rising 2.3 percentage points to claim 76.6 percent of registrations. Hybrids also edged upward, gaining 1 point to reach a 14.7 percent share.
Read: Global EV Sales Just Fell 11%, But Carmakers Found A Surprising Backup Plan
Tesla still sits comfortably at the top of the US EV market, which will surprise absolutely no one. In January alone, 32,123 new Teslas were registered. Even so, Tesla is not immune to the slowdown, with registrations down 26 percent from a year earlier. Despite that drop, its share of the EV market jumped 11 percent to 53.7 percent.
Cadillac ranked a distant second with 3,189 registrations, more than ten times behind Tesla. However, the brand was one of the few to post growth, with registrations rising 8.1 percent year over year. Its share of the EV market also increased by 2.3 percent to 5.3 percent.
Many other carmakers have also seen their EV sales fall off a cliff. For example, there were 3,027 new Hyundai EVs registered in January, down 23 percent from the year prior. This decline was led by the Ioniq 5, which saw its deliveries slide 22 percent to 2,101 vehicles.
Ford’s EV registrations also dropped 67 percent to 2,772, while Chevrolet’s fell 55 percent to 2,658. Toyota, however, reported a 25 percent increase, although its EV registrations totaled just 2,529, meaning it still trails many competitors.
According to iSeeCars executive analyst Karl Brauer, “there’s going to be a shakeout to the new reality with no federal EV incentives, which was the carrot, and no greenhouse gas penalties, which was the stick.”
Auto News notes that EV registrations have declined year over year every month since the tax credit was scrapped on September 30. S&P Global Mobility analyst Tom Libby says the drop was “expected,” adding, “it’s a reset, and it’s going to be a very slow process moving forward.”
| Brand | Sales | Diff. vs Jan-25 |
| Tesla | 32,123 | -26% |
| Cadillac | 3,189 | +8.1% |
| Hyundai | 3,027 | -23% |
| Ford | 2,772 | -67% |
| Chevrolet | 2,658 | -55% |
| Toyota | 2,529 | +25% |
| Rivian | 2,232 | -25% |
| Lucid | 1,633 | +97% |
| BMW | 1,501 | -60% |
| Kia | 1,462 | -58% |
| GMC | 1,156 | -31% |
| Lexus | 810 | +166% |
| Honda | 658 | -85% |
| Volvo | 599 | -32% |
| Subaru | 555 | -51% |
| Porsche | 495 | -60% |
| Volkswagen | 488 | -90% |
| Mercedes-Benz | 374 | -84% |
| Audi | 319 | -82% |
| Polestar | 299 | -34% |
| Nissan | 249 | -88% |
| Ram | 137 | — |
| Jeep | 106 | -29% |
| Mini | 98 | -57% |
| Dodge | 80 | -65% |
| Genesis | 62 | -87% |
| Fisker | 41 | -70% |
| BrightDrop | 38 | -50% |
| VinFast | 37 | -76% |
| Rolls-Royce | 24 | -20% |
| Acura | 15 | -99% |
| Fiat | 15 | -91% |
| Maserati | 12 | +140% |
| Jaguar | 6 | -98% |
| Zeekr | 3 | — |
S&P Global Mobility
Volkswagen’s commercial vehicles division has offered a preview of what’s coming next for its van lineup at the 2026 Annual Media Conference. Alongside a business update, the company released official sketches teasing facelifted versions of the Caddy and the Multivan T7, both scheduled to arrive later this year with styling revisions and cabin upgrades.
The first teaser focuses on the Caddy. Up front, the van picks up a redesigned bumper that replaces the previous body-colored mesh pattern with more traditional cooling intakes. The grille shown in the sketch appears to drop illuminated elements altogether, though it remains unclear whether that detail will apply across the entire trim range.
More: Volkswagen Renames Its Hatch To ID.3 Neo, But The Real Change Is Inside
The Multivan T7 receives a similar refresh, although its front end retains the LED light strip spanning the grille. The headlights adopt revised LED graphics, and the van shown in the teaser wears a new two-tone paint scheme that echoes the look of the ID. Buzz.
Beyond the exterior tweaks, Volkswagen says both vans will receive what it calls “significantly optimized interior solutions.” The most obvious change will be larger infotainment displays paired with simpler, more intuitive menus, an update the company claims will make everyday use noticeably easier for owners.
More: VW Locks Gas Tiguan In Until 2035 With Two Major Updates Planned
It has also been confirmed that the 2026 MY updates will be applied to the California version of the Multivan T7, which was caught by our spy photographers during winter testing. For now, Volkswagen has not indicated any mechanical changes. Powertrain options for the Caddy and Multivan are expected to carry over largely unchanged from the current lineup.
Upgrades For Other Vans
The update cycle is not limited to the Caddy and Multivan. Volkswagen also plans to expand electrified options across the rest of its van range in 2026. That includes new plug-in hybrid powertrains for the Ford-based VW Transporter and Caravelle, giving both models a partially electric option for the first time.
More: VW’s ID. Buzz Picks Up A Feature No Minivan Has Any Business Offering
The fully electric ID. Buzz is also due for a few new tricks. Volkswagen plans to add Vehicle-to-Load (V2L) capability, allowing owners to power external devices directly from the van’s battery. A “Good Night” package and a dedicated Camp Mode are also on the way.
Finally, the Grand California flagship camper will be “comprehensively upgraded based on customer feedback”, and the Crafter will become available with a three-way tipper bodystyle.
Financial Hurdles Amid A Fresh Start
The product push comes as VW Commercial Vehicles tries to bounce back from a difficult 2025. Sales revenue actually rose 11% to €16.86 billion ($19.3 billion), but operating profit plunged 67% to €245 million ($281 million).
More: Volkswagen To Slash 50,000 Jobs After Profits Fell Off A Cliff
Much of the decline was attributed to provisions set aside for CO2 fines in the European Union, largely tied to the slower-than-expected ramp-up of fully electric LCVs. Even so, the brand maintained a solid net cash flow of €1 billion ($1.15 billion) to support future product updates. Deliveries also edged up, with VW Commercial Vehicles selling 428,000 units in 2025, a 6% increase compared to 2024.
Volkswagen Commercial Vehicles
Given the cultural weight carried by the Mercedes G-Wagen, it’s a bit surprising the company has taken this long to pursue a smaller, more accessible version. Yet here it is at last. The so-called baby G is now deep into development, and these latest spy shots give us the clearest look yet at Mercedes’ downsized off-roader.
Read: Mercedes Baby G-Class Ditches Its EV-Only Plan
This prototype is sporting a distinctive new camouflage wrap that hides many of the more intricate details, but does nothing to shield the overall shape of the model from view. Look closely, and you’ll notice the wrap has hundreds of lower-case ‘g’ graphics, a playful nod to the model’s scaled-down identity.
Mercedes could easily have fallen into the trap of making the baby G-Class look a little too soft or restrained, perhaps little more than a lightly reworked GLB. Instead, the company appears to have taken the design of the full-size model, scaled it down, and applied a few subtler tweaks. Based on early impressions, the result looks very promising.
Classic But Modern Looks
The front has round headlights just like you’d expect, as well as a pronounced hood. The sides come complete with flared wheel arches, squared-off side windows, and prominent roof rails. Found at the rear will be small taillights positioned lower on the fascia, just like the normal G, in addition to a large spare wheel carrier.
Clearly, Mercedes has nailed the design. But what about what’s underneath? According to Mercedes CTO Markus Schäfer, the baby G is being engineered as a fully bespoke model rather than using an adapted version of an existing Mercedes platform. The company is developing new modules, suspension components, and wheel setups specifically for the vehicle, although it will not use a traditional ladder-frame chassis.
An Electrified Line-up
Originally, the project was intended to be purely electric. Now, however, Mercedes appears to be reconsidering that strategy. Recent reports suggest the company is evaluating the addition of a hybrid variant as well, a decision that makes practical sense given the current state of the EV market, particularly in North America.
If Mercedes follows through and offers a gas option, it could use the same hybrid powertrain found in the new CLA sedan. That system pairs a 1.5-liter engine developed through the Geely and Renault Horse Powertrain joint venture with electric assistance, producing 208 hp and 280 lb-ft (380 Nm). The German carmaker could recalibrate the setup for the baby G, squeezing out more power to better suit the SUV’s character.
More: Shrunken Land Rover Defender Is Coming For The Baby G-Class
As for the all-electric version, it could come fitted with an 85 kWh NMC battery providing 450 miles (724 km) of range and driving a pair of electric motors. Carscoops understands it could have a driving range of up to 450 miles (724 km), which would be very impressive considering the full-size electric G580 is only good for 280 miles (450 km).
When it finally reaches showrooms, the baby G-Class will not have the small off-roader space to itself. Rivals are already lining up, including a rumored compact version of the Land Rover Defender that aims to bring the same rugged image in a smaller package.
It’s been just six months since BMW unveiled the second-generation iX3, and the electric SUV is already gathering significant momentum. The early response suggests the company’s new wave of EVs may be off to a strong start. Indeed, the German brand has already announced a second shift at the Debrecen plant where it’s manufactured.
During its most recent earnings report, BMW chief executive Oliver Zipse noted that production of the iX3 has been ramping up at the plant in Hungary and that European deliveries have just started. He revealed that “order books for the iX3 are full and reach well into this year,” noting it’s proving to be popular among private and fleet customers.
Read: BMW iX3 Starts Thousands Below Polestar And Audi Rivals Down Under
Zipse went on to reveal that more than 50,000 orders have been placed for the new iX3, a very impressive figure for what is the first in a new generation of EVs from BMW. At full capacity, the plant in Debrecen will be able to build up to 150,000 vehicles annually.
There’s More To Come
Making the demand for the iX3 particularly impressive is the fact that only a single version has been released at this stage. This model, badged the iX3 50 xDrive, has a sizeable 108 kWh battery and a pair of electric motors combining to produce 463 hp and 476 lb-ft (645 Nm) of torque. It has a class-leading driving range of up to 500 miles (805 km) and supports charging speeds of up to 400 kW.
By the time the new iX3 range has matured, the 50 xDrive is expected to be positioned in the middle of the family. Sitting below it will be 40 and 40 xDrive versions, both of which are expected to use a smaller battery pack, while also costing quite a bit less.
Sitting towards the top of the range should be an M60 model, potentially delivering upwards of 600 hp from its upgraded motors. As reported by BMW Blog, this model could then be joined by a fully-fledged M variant in late 2027, rated at more than 800 hp.
Production of the iX3 will also spread. BMW is also expected to produce it in China and in Mexico, which should give it enough capacity to meet global demand for the EV.
Luxury EVs have developed a nasty reputation for losing value at a frightening rate over the past few years, especially in the upper end of the market. However, you may be surprised to learn just how much this Lucid Air has depreciated since it was delivered in March of 2022.
The Air you’re looking at is the Dream Edition Performance, which was introduced as the flagship iteration of the all-electric sedan. With the exception of the almighty Sapphire, it’s the highest-powered version of the Air that’s been sold, thumping out a ridiculous 1,111 hp and 1,025 lb-ft of torque.
Read: Lucid Owner Gets A $50,000 Lesson On Depreciation
A look at the window sticker reveals the original owner paid $170,500 for the car. Given the performance it offers, the sleek exterior styling, and the upmarket interior, that’s not an unreasonable amount of money. But, after being driven 22,000 miles (35,000 km) over the past four years, the car’s value has plummeted, recently selling for $67,067 in Cars & Bids.
A Six Figure EV Bargain
The result is a staggering $103,433 wiped off the price. Spread across the 22,000 miles it covered, that works out to just under $5 lost for every mile driven.
For a sense of scale, that drop would cover a substantial chunk of a home in some US states. Bankrate data puts the median house price at about $282,400 in Alabama, $255,300 in Arkansas, $285,600 in Illinois, $230,600 in Iowa, $301,000 in Pennsylvania, and $249,300 in Michigan, to name a few. In other words, the money lost on this one car equals well over a third of a typical home in those places.
While it’s hard not to feel bad for the original owner, it’s nice to see a car as good as the Air becoming more accessible. The listing reveals the performance sedan has been fastidiously maintained over the past four years, and has had several parts replaced and numerous recall campaigns completed.
Off the line, the Air Dream Edition Performance can hit 60 mph (96 km/h) in just 2.5 seconds and storm down the quarter-mile in 9.9 seconds. Thanks to the sizeable 118 kWh battery pack, it can also travel up to 451 miles on a charge when equipped with the 21-inch wheels like this one.
Then there’s the cabin. While the Air may often be compared to the Tesla Model S, its interior is more luxurious and better equipped. Key features include Nappa full-grain leather upholstery, heated and ventilated front massage seats, a 34-inch infotainment and gauge cluster display, and a 21-speaker sound system. This Air also includes the Santa Monica interior trim, combining dark blue and light cream-colored leather.
Bad news for the first owner, great news for the next one. So the question is, would you buy a used Lucid Air knowing just how quickly these things depreciate?
Cars & Bids
Gas prices are already starting to climb as tensions in the Middle East push oil markets higher. The increases haven’t been dramatic yet, but depending on how the war with Iran unfolds, they could keep creeping up for quite some time. How bad would it have to get for those of you with gas cars to switch to an EV?
According to AAA, the U.S. average recently climbed to about $3.25 per gallon after a sharp weekly jump, as crude markets react to the fallout from the U.S.-Israeli conflict with Iran. And there’s a good chance this is only the beginning.
Analysts say the biggest risk is disruption to oil shipping through the Strait of Hormuz, one of the most important energy choke-points in the world. If supplies stay tight, gas prices could keep rising for weeks or even months.
More: Global Oil Shock Triggers The Largest Ever Strategic Reserve Release As Gas Prices Surge
Recent forecasts tied to the ongoing war suggest crude could stay elevated for a while. The U.S. Energy Information Administration expects oil to remain high enough to push U.S. gasoline prices higher in 2026, even if the conflict cools down, with average prices projected around the mid-$3 range.
In more extreme scenarios, oil staying near or above $100 per barrel for an extended period could drive inflation higher and make everyday driving significantly more expensive. In fact, Reuters reports that some big names in the banking and finance industry worry that it’ll climb to $120 a barrel. Some analysts think $150 a barrel is possible.
For reference, when oil prices hit $130 a barrel in 2022, gas prices reached about $5 per gallon. At $150 or more, we could see $6 or $7 a gallon fuel prices. That’s exactly the kind of situation where EVs suddenly start looking a lot more appealing, even to those who wouldn’t normally consider buying one.
So where do you draw the line? If fuel prices keep climbing with no sign of relief, when would you finally consider parking the gas-powered car and moving to an EV?
Most people outside China have probably never heard of the Maextro S800. Yet this large Chinese luxobarge has quietly begun outselling some very familiar names. In recent months, it has moved more units than the Porsche Panamera, BMW 7-Series, and Mercedes-Maybach S-Class combined in China.
Foreign automakers are all struggling to compete with homegrown competition in the Chinese market, not least of all, Porsche. The German sports car brand is at a problematic stage, experiencing one of the biggest drops in sales, both in China, and globally.
Read: Porsche Is Shutting Down A Third Of Its Dealerships In China
The number of deliveries in China fell by approximately 26 percent last year, Bloomberg reports. And, for all its territories in 2025, Porsche had supplied approximately 279,449 cars to customers all around the world. That’s 10 percent below the year prior.
Chinese Demand Wanes
For years, China had been Porsche’s single most important growth engine. Wealthy buyers were drawn in by the brand’s reputation for performance and status. That dynamic has shifted with the emergence of a new generation of consumers, who are more aware of the advantages of electric vehicles and the idea of electric propulsion.
Combine that with Chinese automaker’s unique grasp of how to cater to the wants and needs of the home market consumer, as well as the ability to consistently beat Western offerings on price and performance, and it’s little wonder why cars like the S800 are doing so well in a segment that was once rich with Germany’s finest.
Still, the rate at which Chinese automakers have been able to capitalize within the luxury automobile market is nothing short of alarming. Their model lines are competing head-on with long-established luxury brands throughout Europe and, in most instances, provide highly advanced digital and battery technology that buyers are seeking.
However, for consumers, local EV makers are viewed as a representation of innovation, rather than being compromised, especially when it comes to younger buyers.
Strong Local Offerings
Brands like Huawei’s Maextro, Xiaomi, and BYD have gained market share in the luxury EV range. The S800, for instance, starts at the equivalent price of $103,000, which is around 40 percent cheaper than the Panamera.
Xiaomi’s SU7 EV, meanwhile, is not only quicker than the all-electric Taycan to 100 km/h (2.1 seconds vs 2.7 seconds), it has a higher top speed (350 km/h vs 270 km/h) and offers nearly double the horsepower and torque (1,548 PS / 1,770 Nm vs 884 PS / 890 Nm). And it does all that, while costing a third of the price of the Porsche.
Having expansive product offerings and high levels of domestic loyalty, such firms have started attracting clients who, not too long ago, would have only considered a car with a foreign badge as worthy.
But, in the case of Porsche, this change is a challenging fact. Prestige alone is no longer sufficient to ensure success. So much so that Bloomberg reports that Porsche is not only downsizing its dealer structure, but is also in the process of winding down its EV charging network.
Righting The Ship
Under the leadership of its new CEO, Michael Leiters, Porsche has started to re-evaluate its strategy. The company is leaning on its traditional strengths, focusing on relatively high-margin sports cars and SUVs and pushing a bit heavier on the full complexity electrification. The idea is not to compete on price with the domestic manufacturers of EVs but to shore up what makes the brand unique.
Leiters has told investors the company is looking to see margins improve, though modestly this year. These difficult times have tightened Porsche’s operations’ profit margins, and the company hopes for better cost control and a well-defined product strategy to stabilize performance. The approach is cautious optimism as opposed to quick promises of a turnaround.
China Still Remains Part Of The Plan
Even though Porsche are scaling back their presence in China, they’re not ready to throw in the towel just yet. “The needs of Chinese customers have fundamentally changed,” Porsche China President Alexander Pollich said. “We are a niche brand, a small-scale manufacturer that can hardly change the economic environment, nor reverse the overall market trend. What we can do is to truly examine ourselves and strengthen the core capabilities.”
Porsche will be launching the all-electric Cayenne in the near future and will also introduce more gasoline-powered and plug-in hybrid SUVs, with China-only models high on the agenda. To support this effort, the company is establishing an all-new development hub in Shanghai that will operate independently from Germany.
First on the agenda is designing a new infotainment system that can better match the unique demands of Chinese buyers, likely with native integration for the local apps many owners use daily, rather than relying on the global software stack developed in Germany. In a market that is evolving as quickly as China’s, that kind of local focus may prove just as important as performance or prestige.
Volkswagen’s replacement for the ID.4 is not shaping up as a clean-sheet electric SUV. Instead, the company seems set to give the existing formula a fairly thorough rethink, reworking what it already has rather than tearing it up and starting again from scratch.
And it will likely arrive wearing a badge most buyers already know. Volkswagen is preparing to pin the Tiguan name onto what will become its core compact EV, a move meant to make the brand’s electric lineup feel less like a collection of tech codes and more like the VW showroom people already recognize.
Read: VW Locks Gas Tiguan In Until 2035 With Two Major Updates Planned
Recent prototype sightings give us a good idea of where the design is headed. Using those clues, we put together a production-style rendering and gathered everything currently known about the upcoming model.
Design Direction
Arguably, the electric Tiguan won’t get your pulse racing in the same way, say, Mazda’s new CX-6e will, but that’s okay. Visually, the ID. Tiguan retains the ID.4’s underlying proportions but refines them with more conventional SUV cues.
Also: Kia Killed The Stinger, But An EV8 GT Might Redeem Everything
The front fascia is a squarer affair, ditching the rounded look in favor of rectangular LED headlights connected by a full-width light bar and an illuminated VW badge. A more upright bumper with subtle vertical elements exudes minimalism.
In profile, it now has a straighter shoulder line, revised window graphics, and linear lower cladding. The roofline remains largely unchanged, while the flush door handles have been replaced by a conventional ‘pull-action’ setup. Out back, a full-width taillight cluster mirrors the front, while a revised bumper and subtle roof spoiler clean up the overall look.
Buttons Are Back!
Inside, the previous and much-despised haptic feedback and slider setup from the ID.4 will be ditched. A large infotainment screen will remain, but like the new ID. Polo, it will bring back proper physical buttons for the steering wheel and HVAC controls, plus an actual volume knob.
See: Ford’s $30K Electric Pickup Wants To Beat Cybertruck At Its Own Game
On the tech front, it will bring AI integration with ChatGPT, conversational voice commands, and other connected services. Interior quality is also set to improve, with increased recycled materials and fabric surfaces. Occupant space will largely stay the same, offering generous rear-seat legroom and a flat floor.
Under The Skin
Under the skin, the ID. Tiguan will continue to ride on Volkswagen Group’s MEB architecture, most likely in its updated MEB+ form. The overall battery and chassis layout should remain familiar, with MacPherson struts up front and a multi-link rear suspension. Expect recalibrated driver-assistance systems and a handful of upgraded safety features to round out the updates.
As previously reported, powertrain options are also expected to closely mirror the current lineup with minor tweaks. Base variants will continue to use a single motor on the rear axle, developing around 282 hp (210 kW). Dual-motor, all-wheel-drive versions will yield close to 335 hp (250 kW).
Also: The Next Hyundai Elantra Will Look Nothing Like The Car In Your Driveway
The 400-volt system will employ LFP batteries with roughly 77kWh to 86kWh of capacity, targeting WLTP metrics in the 311-342 mile (500–550km) range, alongside improved DC fast-charging capability.
Rivals and Reveal
When it arrives, the ID. Tiguan will find itself in very busy territory. The usual suspects are all here, including the Tesla Model Y, Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6, Skoda Enyaq, Zeekr 7X, and Peugeot e-5008. Volkswagen is expected to reveal the model sometime in 2026, with sales likely following in 2027.
So, what do you make of the ID. Tiguan’s familiar, slightly more conventional look? Let us know your thoughts in the comments.
Electric cars were supposed to take over the world in a neat upward line. Instead the global EV market and new-vehicle buyers threw in a curveball and carmakers are scrambling to adapt.
Approximately 1.1 million electric vehicles were sold worldwide in February, according to new data from Benchmark Mineral Intelligence, which sounds impressive until you look closer. Sales were down 11 percent compared with the same month last year and also down 11 percent compared with January.
Related: These Used EVs Are Selling Faster Than Gas Cars In Today’s Market
So yes, EV demand is still big. But it’s not as big as it was, and it differs wildly from region to region. Europe, for instance, is still booming. EV sales there are up 21 percent so far this year, helped heavily by subsidies and government incentives. Germany (up 26 percent) and France (+30 percent) are leading the charge, and Italy’s market has nearly doubled thanks to generous EU backed incentives.
Ford’s Tough Time
Meanwhile, North America is heading the opposite direction. True, February sales climbed 8 percent, but year-to-date they’re down a staggering 36 percent as demand weakens. Some automakers are feeling the pain more than others. Ford’s EV sales have reportedly dropped 70 percent so far this year.
China, still the biggest EV market, is somewhere in between. Domestic EV sales are down 26 percent since the start of the year after the country reintroduced purchase taxes and tweaked its trade in incentives. But Chinese brands are making up for that by exporting more EVs than ever. In the first two months of 2026 alone, Chinese EV exports more than doubled and topped half a million units.
| YTD ’26 | Change vs ’25 | |
| Global | 2.2 million | -8% |
| China | 1.1 million | -26% |
| Europe | 0.6 million | 21% |
| North America | 0.17 million | -36% |
| Rest of World | 0.37 million | 84% |
For automakers the slowdown creates a practical problem. Billions have been invested in battery factories designed to feed a huge wave of EV demand. And when that demand softens, those batteries still need a job.
That’s why more automaker and suppliers are turning toward energy storage. Large grid scale battery systems are suddenly becoming a convenient way to soak up spare production while also helping stabilize electricity networks.
VW Hooks Up
Volkswagen, for example, recently switched on its first large scale battery storage facility in Germany. In Salzgitter, the VW Group’s energy subsidiary Elli has connected a storage system to the grid with an output of approximately 20 megawatts (MW) and a storage capacity of 40 megawatt-hours (MWh).
Instead of powering cars, the batteries help store renewable electricity and release it when the grid needs extra juice. Other automakers including Tesla, BYD, GM, Ford, Renault, Mercedes and Hyundai are also either already selling energy storage systems or working on them.
While the world continues to grapple with virtually universal rises in pump prices, could we be in for an EV renaissance? As automakers wrestle with long-term electrification strategies, another trend is gaining attention, the growing acceptance of used electric vehicles in the USA.
Yes, EVs are no longer just for first adopters. In the States, the falling resale value and a rising number of used cars in inventory are introducing normal consumers to the used EV marketplace much faster than expected. What may previously have felt like an experiment now looks like a practical solution to stubbornly high new car prices.
Read: These Used EVs Are Selling Faster Than Gas Cars In Today’s Market
Used EV demand is climbing at a noticeable pace. In January alone, sales were 21 percent higher than a year earlier. Figures cited by Reuters show the trend stretching across the entire year, with used EV sales in 2025 ending up 35 percent higher than in 2024.
EV Depreciation Is Real
Price movement is a major reason. Data from Cox Automotive, gathered across major automotive marketplaces, indicates that the decline in prices for used EVs has been much sharper in the past year, narrowing the gap between them and comparable gas-powered vehicles.
The premium for used EVs over comparable gasoline vehicles narrowed to $1,376 in January from $2,591 in December. Analysts attribute that change to a glut of lease returns, deep discounts on new electric models, and federal tax credits that are evolving how shoppers crunch the numbers.
| Vehicle | Units Sold |
| Tesla Model 3 | 72,673 |
| Tesla Model Y | 53,847 |
| Tesla Model S | 18,257 |
| Ford Mach-E | 16,355 |
| Chevy Bolt | 14,103 |
It was not only Tesla showrooms that were impacted when Tesla reduced the prices of three new models in 2023 and 2024. These reductions lowered resale in the entire electric market. When the new cars had gone cheaper, used cars were forced to be drop their prices too.
Add to that car rental firm Hertz’s large-scale sale of Teslas, and you suddenly have many more second-hand options in the used EV market.
Confidence in EV Ownership Is Improving
Affordability helps, but confidence is just as important. Data on battery performance still continues to show that modern packs are built to last well past 100,000 miles. Most manufacturers offer long battery warranties, which gives peace of mind to shoppers who fear costly repairs.
Charging access has also improved. Public fast charging stations are being added along highways and in urban areas with the help of both private companies and federal funding. With increased visibility and reliability of infrastructure, the fear of being stranded with a low battery for many drivers is a thing of the past.
Mercedes is cooking up its first fully electric C-Class and AMG clearly isn’t planning to miss out on the performance possibilities. Fresh spy shots show a hotter version of the upcoming C-Class with EQ Technology testing in disguise, and even under camouflage it looks ready to pick a fight.
At first glance the prototype already looks different from the traditional combustion C-Class formula. Instead of the familiar three-box sedan shape, this EV shows off a sleeker fastback profile. It feels a little sportier and a little less buttoned up, if less dynamic than the new BMW i3.
Related: The Mercedes C-Class Is About To Do Something It Should Have Done Years Ago
Look closer and the AMG clues start piling up. The test car rides on big forged alloy wheels that barely hide the massive drilled brake rotors behind them. There’s also a subtle but unmistakable party trick at the back. Tucked just under the rear window sits a pop up active spoiler to keep the EV tied down at high speed.
Up front and out back you can also spot Mercedes’ latest star themed lighting signatures. The distinctive star-design daytime running lights are becoming a brand trademark for the next generation of EVs, and together with a huge new illuminated grille they’ll make the production C-Class instantly recognizable as a Benz even at night.
Three Motors, Up To 800 hp
Under the skin the AMG-flavored C-Class EV shares its MB.EA architecture with the recently revealed GLC with EQ Technology. That platform is designed specifically for electric models and supports an 800 volt electrical system for ultra fast charging and improved efficiency. Mercedes has confirmed the stock non-AMG models’ 94 kWh battery will offer a driving range of up to 497 miles (800 km), though the performance derivative will likely sacrifice a few miles.
In return, it’ll generate far more muscle. According to our spy photographer, the system output could reach 789 hp (800 PS / 588 kW) thanks to Mercedes’ new eATS 2.0 motor generation and a tri-motor setup.
New technology, old foes
If those numbers hold true, the electric C-Class AMG might deliver performance that embarrasses plenty of old school V8 sports sedans. Competition will be fierce, though. BMW’s upcoming Neue Klasse-based i3 will spawn its own M performance versions, and expect Audi to cook up some speedy versions of the electric A4, too.
Mercedes is expected to officially unveil the electric C-Class lineup later this year, though we’ll have to wait a few months after that to see the AMG version in full.
Tesla has a knack for dropping surprises at just the right time, and its latest patent has sent anticipation for the new Roadster skyrocketing. A filing published this month describes a new approach to performance seating, one that replaces the normal train of metal brackets and hinges with a single sculpted shell.
The document that was first spotted by Teslarati outlines a monolithic frame that integrates the seat base, backrest, headrest, and side supports into a single composite structure. It’s a radical departure from the multi-piece setups of most sports cars. The fact that such materials as Kevlar-nylon and carbon-nylon composites are mentioned gives us an indication of Tesla’s purpose of reducing unnecessary weight while providing the seat with more strength.
Read: This Might Be The Tesla Roadster’s Biggest Update Since 2017
Conventional seats also depend on dozens of connected parts, each of which adds mass and introduces possible points of failure. By making the seat all in one, the engineers are hoping for a lighter build with fewer places for the wear and tear of time.
Design Built For Performance
The patent also points out the way Tesla wants these seats to behave. Rather than having metal gears recline the structure, they depend on what they call an integrated flexible hinge which means the material itself flexes where it is needed to do so. And that allows the frame to bend in certain areas, but be rigid in others, enabling designers to fine-tune the seat for support during hard acceleration or tight cornering.
Tesla isn’t stopping at the frame though. The patent substitutes for ordinary electric motors and rails with small actuators that can move the seat in various directions. With the six degrees of freedom, the system is capable of moving the seat with more precision than most luxury vehicles. It’s a degree of adjustability normally reserved for high-end performance interiors.
An Imminent Reveal?
This patent comes at a time when Tesla fans also are watching closely. Elon Musk recently announced that the Roadster’s design reveal is on April 1, and it’s cause for high expectations for a car that has been stuck in the development limbo for years.
The timeline has stretched far beyond the original plan. Tesla first showed a Roadster prototype back in 2017 and initially targeted a 2020 launch. That deadline came and went. Still, recent trademark filings for updated Roadster badges suggest the company may finally be preparing to reveal the production version in full.
Weight reduction has always been one of Tesla’s tenets as an engineering company, as well as the move to large castings for structural components. A more graduated and integrated seating configuration makes a lot of sense in that strategy, especially for a vehicle that is eyeing extreme acceleration figures.
Sleek estate cars have become somewhat of a rarity these days. Buyers keep drifting toward crossovers and SUVs, and manufacturers have largely followed the money. Traditional wagons, especially the low and sporty ones, now feel like a niche choice. China, however, still has a few brands willing to keep the format alive. Avatr is one of them.
The company has now previewed its newest addition, a wagon called the 06T. Similar in size and profile to the Zeekr 007 GT, Avatr’s new model will be sold both as a range-extender and as a fully-electric wagon. It also has a seductive Shooting Brake shape that should get many car enthusiasts excited.
Read: Avatr Just Extended The 06 In More Ways Than One
Measuring 4,940 mm (194.4 inches) long, 1,960 mm (77.1 inches) wide, and 1,475 mm (58 inches) tall, the 06T rides on a 2,940 mm (115.7-inch) wheelbase and shares its underpinnings with the existing 06 sedan. The sedan’s rear design has always looked a bit awkward, but stretching the roof into a wagon shape helps smooth out the proportions and gives the overall profile a more natural look.
The Juicy Details
Pictured here in a new color known as Liujin Orange, the fully electric version uses an 89.33 kWh battery pack. Buyers will have two rear-wheel-drive EV options to choose from. The entry model uses a pair of 302 hp (225 kW) motors, while the more powerful version upgrades to two 337 hp (251 kW) units.
Sitting above these two variants in the range will be an all-wheel drive variant. In addition to having the two 337 hp motors at the rear, it also includes a 282 hp (210 kW) unit at the front, combining to produce 955 hp (712 kW). There’s no word on how quickly it’ll hit 60 mph (96 km/h), but we know all models will be capped at a 149 mph (240 km/h) top speed.
Avatr will offer the three EV variants alongside an extended-range version of the 06T. This model uses a 1.6-liter turbocharged engine producing 154 hp (115 kW), which functions solely as a generator for the battery pack. Propulsion comes from two 248 hp (185 kW) electric motors mounted at the rear axle. Battery capacity has not yet been disclosed, and there is still no information on either the combined driving range or the all-electric range.
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