Porsche engineers are not exactly easy to impress. These are the people who spend their days perfecting GT3s and wringing every last drop of magic from flat-six engines and setting Nurburgring lap records.

So when two of the brand’s most senior engineering bosses drove the Hyundai Ioniq 5 N and came away buzzing like teenagers leaving an arcade, you know something interesting is happening in the electric-car world.

Also: Hyundai Ioniq 5 N Gets A Cheaper Version But You Can’t Have It

Frank Moser, Porsche’s vice president in charge of the 718 and 911 lines, admitted to Australia’s Drive that he has driven the Ioniq 5 N “several times” and called it an “eye-opening” experience.

Moser even dragged along Andreas Preuninger, the legendary head of Porsche GT cars, whose blood type is probably 98 RON premium, and definitely not amps.

From Skeptic to Convert?

Preuninger was not exactly enthusiastic at first. According to Moser, he grumbled, “I don’t want any of that electric stuff” when the idea was floated. But once they climbed inside and Moser pressed the Hyundai’s N Grin Boost button, the GT boss instantly turned into a believer.

“He was ‘wow’” Moser said, describing the moment Hyundai’s punchiest EV unleashed its full 641 hp ( 650 PS / 478 kW) and 568 lb-ft (770 Nm). “We learnt a lot from that car,” Moser told Australia’s Drive. “That’s why we decided to have a deeper look.”

It was not just the acceleration that snagged Porsche’s attention. The Ioniq 5 N’s signature party tricks, including its virtual gearshifts and synthesized powertrain noises, have Porsche seriously considering similar features for its upcoming electric 718 sports car.

Can Sound Create Soul?

Hyundai calls these systems N e-shift and N Active Sound+, and they replicate the snap of a dual-clutch gearbox and offer a selection of digital engine noises (most of them pretty lame, in my experience).

It is the kind of thing EV purists roll their eyes at, but performance engineers instantly understand. It makes the car feel alive and the driver connected to the driving experience.

“This is the way,” Moser said of the synthesized features, while making clear that Porsche wouldn’t force them on drivers.

“The customer could decide if he wants to drive in complete silent mode, or he wants to be part of the game, feeling the virtual sounds of a flat six and the virtual gear shifts,” Moser said. “That would be the direction for the future.”

Tuning the Future

Our money’s on it being part of a Sport Chrono-type option package that’ll add at least $2,000 to the bill of the new electric Porsche 718 Boxster and Cayman.

The first 718 EV arrives in early 2027, and Moser promises it will be “really lightweight for an electric car,” though he declined to reveal an exact or even ballpark weight figure.

One thing is clear: Hyundai has just influenced one of the world’s most respected sports-car makers. Who could have imagined that happening 20 years ago?

You might assume that Tesla has the humanoid robot stage to itself, but several Chinese automakers are also sprinting toward the same goal. Among them, EV startup Xpeng is taking the lead, planning to start production of its humanoid robot in late 2026 with ambitions to sell millions of them around the globe.

Over the past several years, Xpeng’s flagship robot has progressed from an autonomous dog similar to what Boston Dynamics pioneered, and has now entered its seventh generation and morphed into Iron, a humanoid robot very similar to the Tesla Bot.

Read: Xpeng Is Turning Its EVs Into Long-Distance Hybrids With Nearly 1,000 Miles Of Range

Iron runs on Xpeng’s in-house Vision-Language-Action 2.0 AI model and made its debut at a lavish launch event in China.

In a rather theatrical move, Xpeng silenced skeptics who suggested the figure on stage was a person in disguise. After clips of Iron walking in a pristine white suit spread online, rumors surfaced that it was simply a performer inside the shell.

To dispel any doubt, Xpeng brought Iron out onto the stage and proceeded to cut open the robot’s leg, revealing the mechanical components found within.

The Robot Potential

Xpeng chief executive and co-founder He Xiaopeng believes that producing humanoid robots like Iron will eventually come down to the same cost as manufacturing cars. He also sees “the market potential for robots is greater than that for cars”, revealing that the robot will be present in Xpeng stores, office parks, and factories by the end of next year.

According to JPMorgan, Xpeng’s next big leap in 2026–27 depends on how well its wider AI empire comes together, a mix of robotaxis, humanoid robots, and even flying cars. The American bank’s report predicts the robotaxi arm alone could add between US$6 billion and US$19 billion in value by 2035, while the humanoid side might deliver as much as US$24 billion by 2027, assuming all those timelines hold.

It’s not just Xpeng diving headfirst into robotics.

Who Else Is Building?

As reported by the South China Morning Post, Chery is collaborating with AI developer Aimoga on a humanoid robot called Mornine. Meanwhile, BYD, GAC, and Seres are pouring millions into robotic projects of their own, and Nio has announced plans for a robotic dog

Across China, more than two million robots are estimated to be already operate in factories, and that figure is set to keep climbing as automation becomes a cornerstone of industrial strategy.

Source: South China Morning Post

AUSTIN, Texas- BusPatrol, the leader in school bus safety technology, has been named to both the 2025 Deloitte Technology Fast 500etch and the Inc. 5000 lists in recognition of its rapid growth and impact on student and community safety nationwide. This dual recognition reflects BusPatrol’s leadership in modernizing student transportation safety through cutting-edge AI, machine learning, and vision safety solutions adopted by communities across the country.

This marks BusPatrol’s second consecutive year on the Deloitte Technology Fast 500, which honors the most innovative technology companies in North America. BusPatrol also earned a place on the Inc. 5000, the definitive ranking of America’s most resilient and high-impact private companies.

These recognitions reflect the growing national adoption of BusPatrol’s industry-leading technology solution and its proven impact on road safety. Communities using BusPatrol’s end-to-end stop-arm enforcement program see meaningful behavior change — more than 90% of first-time violators do not reoffend after receiving a citation. Through partnerships with school districts, municipalities, and law enforcement agencies, BusPatrol modernizes student transportation with cloud-connected, AI-powered stop-arm cameras and interior safety technology that help make roads safer for students and families.

“Our growth speaks to our team’s deep commitment to student safety and the mission that drives us,” said Karoon Monfared, CEO of BusPatrol. “Our strong community partnerships, paired with our deep know-how in building programs that communities trust and the technology behind our safety platform, make us a trusted safety partner to the communities we serve. As more communities adopt our turnkey technology solution, we remain focused on setting the standard for innovation in this space and delivering real safety gains where they’re needed most.”

BusPatrol is currently contracted on over 40,000 buses across 24 states, with new regions coming online each year. As the industry leader, BusPatrol is positioned for continued growth, driven by advanced technology, trusted partnerships, and a mission to improve public safety across the communities it serves.

The post BusPatrol Named to Deloitte Technology Fast 500 and Inc. 5000 for Advancing School Bus Safety appeared first on School Transportation News.

As states continue to curb health insurers’ use of artificial intelligence, patients and doctors are arming themselves with AI tools to fight claims denials, prior authorizations and soaring medical bills. (Photo by Anna Claire Vollers/Stateline)

As states strive to curb health insurers’ use of artificial intelligence, patients and doctors are arming themselves with AI tools to fight claims denials, prior authorizations and soaring medical bills.

Several businesses and nonprofits have launched AI-powered tools to help patients get their insurance claims paid and navigate byzantine medical bills, creating a robotic tug-of-war over who gets care and who foots the bill for it.

Sheer Health, a three-year-old company that helps patients and providers navigate health insurance and billing, now has an app that allows consumers to connect their health insurance account, upload medical bills and claims, and ask questions about deductibles, copays and covered benefits.

“You would think there would be some sort of technology that could explain in real English why I’m getting a bill for $1,500,” said cofounder Jeff Witten. The program uses both AI and humans to provide the answers for free, he said. Patients who want extra support in challenging a denied claim or dealing with out-of-network reimbursements can pay Sheer Health to handle those for them.

In North Carolina, the nonprofit Counterforce Health designed an AI assistant to help patients appeal their denied health insurance claims and fight large medical bills. The free service uses AI models to analyze a patient’s denial letter, then look through the patient’s policy and outside medical research to draft a customized appeal letter.

Other consumer-focused services use AI to catch billing errors or parse medical jargon. Some patients are even turning to AI chatbots like Grok for help.

A quarter of adults under age 30 said they used an AI chatbot at least once a month for health information or advice, according to a poll the health care research nonprofit KFF published in August 2024. But most adults said they were not confident that the health information is accurate.

State legislators on both sides of the aisle, meanwhile, are scrambling to keep pace, passing new regulations that govern how insurers, physicians and others use AI in health care. Already this year, more than a dozen states have passed laws regulating AI in health care, according to Manatt, a consulting firm.

“It doesn’t feel like a satisfying outcome to just have two robots argue back and forth over whether a patient should access a particular type of care,” said Carmel Shachar, assistant clinical professor of law and the faculty director of the Health Law and Policy Clinic at Harvard Law School.

“We don’t want to get on an AI-enabled treadmill that just speeds up.”

A black box

Health care can feel like a black box. If your doctor says you need surgery, for example, the cost depends on a dizzying number of factors, including your health insurance provider, your specific health plan, its copayment requirements, your deductible, where you live, the facility where the surgery will be performed, whether that facility and your doctor are in-network and your specific diagnosis.

Some insurers may require prior authorization before a surgery is approved. That can entail extensive medical documentation. After a surgery, the resulting bill can be difficult to parse.

Witten, of Sheer Health, said his company has seen thousands of instances of patients whose doctors recommend a certain procedure, like surgery, and then a few days before the surgery the patient learns insurance didn’t approve it.

In recent years, as more health insurance companies have turned to AI to automate claims processing and prior authorizations, the share of denied claims has risen. This year, 41% of physicians and other providers said their claims are denied more than 10% of the time, up from 30% of providers who said that three years ago, according to a September report from credit reporting company Experian.

Insurers on Affordable Care Act marketplaces denied nearly 1 in 5 in-network claims in 2023, up from 17% in 2021, and more than a third of out-of-network claims, according to the most recently available data from KFF.

Insurance giant UnitedHealth Group has come under fire in the media and from federal lawmakers for using algorithms to systematically deny care to seniors, while Humana and other insurers face lawsuits and regulatory investigations that allege they’ve used sophisticated algorithms to block or deny coverage for medical procedures.

Insurers say AI tools can improve efficiency and reduce costs by automating tasks that can involve analyzing vast amounts of data. And companies say they’re monitoring their AI to identify potential problems. A UnitedHealth representative pointed Stateline to the company’s AI Review Board, a team of clinicians, scientists and other experts that reviews its AI models for accuracy and fairness.

“Health plans are committed to responsibly using artificial intelligence to create a more seamless, real-time customer experience and to make claims management faster and more effective for patients and providers,” a spokesperson for America’s Health Insurance Plans, the national trade group representing health insurers, told Stateline.

But states are stepping up oversight.

Arizona, Maryland, Nebraska and Texas, for example, have banned insurance companies from using AI as the sole decisionmaker in prior authorization or medical necessity denials.

Dr. Arvind Venkat is an emergency room physician in the Pittsburgh area. He’s also a Democratic Pennsylvania state representative and the lead sponsor of a bipartisan bill to regulate the use of AI in health care.

He’s seen new technologies reshape health care during his 25 years in medicine, but AI feels wholly different, he said. It’s an “active player” in people’s care in a way that other technologies haven’t been.

“If we’re able to harness this technology to improve the delivery and efficiency of clinical care, that is a huge win,” said Venkat. But he’s worried about AI use without guardrails.

His legislation would force insurers and health care providers in Pennsylvania to be more transparent about how they use AI; require a human to make the final decision any time AI is used; and mandate that they show evidence of minimizing bias in their use of AI.

“In health care, where it’s so personal and the stakes are so high, we need to make sure we’re mandating in every patient’s case that we’re applying artificial intelligence in a way that looks at the individual patient,” Venkat said.

Patient supervision

Historically, consumers rarely challenge denied claims: A KFF analysis found fewer than 1% of health coverage denials are appealed. And even when they are, patients lose more than half of those appeals.

New consumer-focused AI tools could shift that dynamic by making appeals easier to file and the process easier to understand. But there are limits; without human oversight, experts say, the AI is vulnerable to mistakes.

“It can be difficult for a layperson to understand when AI is doing good work and when it is hallucinating or giving something that isn’t quite accurate,” said Shachar, of Harvard Law School.

For example, an AI tool might draft an appeals letter that a patient thinks looks impressive. But because most patients aren’t medical experts, they may not recognize if the AI misstates medical information, derailing an appeal, she said.

“The challenge is, if the patient is the one driving the process, are they going to be able to properly supervise the AI?” she said.

Earlier this year, Mathew Evins learned just 48 hours before his scheduled back surgery that his insurer wouldn’t cover it. Evins, a 68-year-old public relations executive who lives in Florida, worked with his physician to appeal, but got nowhere. He used an AI chatbot to draft a letter to his insurer, but that failed, too.

On his son’s recommendation, Evins turned to Sheer Health. He said Sheer identified a coding error in his medical records and handled communications with his insurer. The surgery was approved about three weeks later.

“It’s unfortunate that the public health system is so broken that it needs a third party to intervene on the patient’s behalf,” Evins told Stateline. But he’s grateful the technology made it possible to get life-changing surgery.

“AI in and of itself isn’t an answer,” he said. “AI, when used by a professional that understands the issues and ramifications of a particular problem, that’s a different story. Then you’ve got an effective tool.”

Most experts and lawmakers agree a human is needed to keep the robots in check.

AI has made it possible for insurance companies to rapidly assess cases and make decisions about whether to authorize surgeries or cover certain medical care. But that ability to make lightning-fast determinations should be tempered with a human, Venkat said.

“It’s why we need government regulation and why we need to make sure we mandate an individualized assessment with a human decisionmaker.”

Witten said there are situations in which AI works well, such as when it sifts through an insurance policy — which is essentially a contract between the company and the consumer — and connects the dots between the policy’s coverage and a corresponding insurance claim.

But, he said, “there are complicated cases out there AI just can’t resolve.” That’s when a human is needed to review.

“I think there’s a huge opportunity for AI to improve the patient experience and overall provider experience,” Witten said. “Where I worry is when you have insurance companies or other players using AI to completely replace customer support and human interaction.”

Furthermore, a growing body of research has found AI can reinforce bias that’s found elsewhere in medicine, discriminating against women, ethnic and racial minorities, and those with public insurance.

“The conclusions from artificial intelligence can reinforce discriminatory patterns and violate privacy in ways that we have already legislated against,” Venkat said.

Stateline reporter Anna Claire Vollers can be reached at avollers@stateline.org.

The Los Angeles Auto Show continues and Hyundai has used the event to introduce the US-spec Ioniq 6 N and Elantra N TCR Edition. The former originally debuted over a year ago, while the latter was introduced this summer.

Starting with the high-performance Ioniq 6 N EV, it features an 84 kWh battery pack and a dual-motor all-wheel drive system producing a combined output of 601 hp (448 kW / 609 PS). However, a boost function increases that number to 641 hp (478 kW / 650 PS).

More: Hyundai’s Fastest Electric Sedan Can Drift And Snarl Like A Gas Car, Hit 62 MPH In 3.2 Seconds

This setup enables the car to accelerate from 0-60 mph (0-96 km/h) in approximately 3.2 seconds when using Launch Control. Drivers can also expect to hit a top speed of up to 160 mph (257 km).

Hyundai declined to reveal the car’s range, but noted the model has a 350 kW DC fast charging capability. This will enable the battery to go from a 10% to 80% charge in as little as 18 minutes.

Other highlights include a sport-tuned suspension with electronically controlled dampers and N e-Shift technology. They’re joined by N Launch Control, N Drift Optimizer, N Grin Boost, N Torque Distribution, and an N Active Sound + system.

Since we’ve already seen the model numerous times before, we’ll briefly note the car features black and red accents as well as 20-inch forged wheels. They’re joined by sportier bumpers and a rear spoiler.

Hyundai hasn’t released full details, but said the car will have a Black interior with Performance Blue accents. Buyers will also find sporty seats with Alcantara upholstery as well as leatherette bolsters. Other highlights include a unique steering wheel as well as additional physical switchgear for more intuitive operation.

The Ioniq 6 N will arrive next year and be offered in “limited quantities.” There’s no word on pricing, but the 2025 Ioniq 5 N starts at $66,200.

Elantra N TCR Edition

Speaking of yesterday’s news, Hyundai introduced the Elantra N TCR Edition. Designed for boy racers on a budget, the car has a massive carbon fiber rear wing that tells everyone you’re compensating for something. It’s joined by special badging as well as gloss black 19-inch forged wheels that are backed up by a four-piston front braking system.

The interior sports an Alcantara-wrapped steering wheel, shifter, and handbrake. They’re accompanied by Performance Blue seat belts, aluminum door sill plates, and unique door puddle lamps.

Hyundai didn’t mention pricing or specifications, but the model should have a turbocharged 2.0-liter four-cylinder engine pumping out 276 hp (206 kW / 280 PS) and 289 lb-ft (391 Nm) of torque. It can be connected to either a six-speed manual or an optional eight-speed dual-clutch transmission.

The Hyundai Elantra N TCR Edition will arrive in the first quarter of 2026 as a “limited production run.” There’s no word on how many will be offered stateside, but expect it to cost more than the regular model, which begins at $35,100.

The Hyundai Ioniq 6 N already cuts a fierce silhouette, but for some owners, that isn’t quite enough. They want something with more of a track-day attitude. Hyundai is answering that call with a new suite of N Performance Parts, led by a swan-neck rear wing reminiscent of the Porsche 911 GT3.

The optional accessory package also includes a more prominent splitter, sharper side skirts, and a diffuser extension. All of the components are finished in exposed carbon, contrasting the red accents found on the lower part of the bodywork.

More: Hyundai’s Next Performance SUV Could Be A Hybrid Rival To RAV4 GR Sport

The larger CFRP rear wing, which can also be ordered on its own, features a double-deck design adjustable to three positions: 8°, 0°, and -8°. Depending on the angle, it produces between 265 and 305 kilograms (584–672 pounds) of downforce at 257 km/h (160 mph).

A deflector mounted beneath the car trims lift and adds another 16 kilograms (35 pounds) of downforce at top speed.

Beyond the aerodynamic pieces, the package includes 20-inch forged wheels with a 12-spoke layout, finished in either black or white. They shave 1.5 kilograms (3 pounds) from the unsprung mass compared to the standard aero wheels of the same size.

To fine-tune the exterior, owners can add a racing stripe, a Sabelt tow strap, carbon center caps, and black wheel nuts.

Inside, the upgrades extend to a steering wheel wrapped in Pasubio leather, suede armrests, carbon fiber scuff plates, and floor mats marked with N Performance branding. The company also offers Ferodo brake pads designed for both street and circuit use.

More: Veloster’s Reincarnation Could Arrive As An Ioniq 3 N Hot Hatch

The Ioniq 6 N draws power from dual electric motors that produce a combined 641 hp (478 kW / 650 PS) and 770 Nm (568 lb-ft) of torque through the N Grin Boost function, launching it from 0–100 km/h (62 mph) in 3.2 seconds. True to N division form, the EV integrates systems such as simulated gear shifts, synthesized exhaust sounds, and an N Drift Optimizer.

What’s The Cost?

Hyundai first announced these N Performance Parts in July 2025. They’re now available to order in Korea before rolling out to other international markets. According to the Korean Car Blog, the full aero package is priced at ₩11,000,000 (equal to $7,500 at current exchange rates), while the rear wing alone costs ₩4,900,000 ($3,400).

In Korea, the Hyundai Ioniq 6 N starts at ₩79.9 million ($54,700). The U.S. version is expected to be priced from around $68,000 when it arrives next year.

Sources: TheKoreanBlog, Hyundai

The 2025 Transporting Students with Disabilities and Special Needs (TSD) Conference buzzed with energy as hundreds of school transportation professionals converged on the Frisco Convention Center. Amid packed breakout sessions and exhibit halls, one experience stood out: Transfinder’s Technology Demo Ride Along aboard Type C school bus.

School Transportation News Publisher & President Tony Corpin caught up with John Daniels, Transfinder’s Vice President of Marketing to learn more.

“This isn’t a static demo,” Daniels said, gesturing toward the large video display onboard the school bus. “Attendees will board an operational school bus from Garland ISD and experience our solutions in motion—exactly as drivers and dispatchers use them every day.”

The 20-minute loop around Frisco, Texas showcased Transfinder’s flagship platform RouteFinder Plus and WayFinder. Riders watched live routing adjustments respond to simulated traffic, AI-powered stop-arm violation alerts trigger instant notifications, and tablet-based driver workflows streamline pre-trip inspections. GPS precision down to the curb ensured every scenario felt authentic.

Learn more about the TSD experience.

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Related: (STN Podcast E282) Onsite at TSD 2025 (Part 1/2): Mission-Critical Partners for Special Needs Transportation
Related: TSD Panel Shares How Technology Improves Special Needs Transportation Operations
Related: Case Study on Data-Driven Technology Presented at TSD

The post WATCH: Innovation Hits the Road: Transfinder’s Ride Along Tech Demo Steals the Show at 2025 TSD Conference appeared first on School Transportation News.

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

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

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

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

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

When Maintenance Gets Complicated

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

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

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

Credentials Required

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

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

Hyundai Speaks Up

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ChargePoint Platform Highlights: Intelligence and Integration

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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We all knew that sales of EVs in the US would fall dramatically in October, since there’s no $7,500 federal tax credit available. However, major automakers like Hyundai and Kia may not have anticipated just how dramatically sales would fall due to this policy change.

Starting with Hyundai, it recently confirmed that it sold 70,118 vehicles last month, a 2 percent decline from the 71,802 in October 2024. Importantly, year-to-date sales are up 10 percent to 748,467. But this is where the good news mostly ends.

Read: Hyundai Enjoys Record Sales Thanks To Some Unlikely Models

Sales of the Ioniq 5 plummeted 62 percent to just 1,642 units, down from 4,498 sold last October. Similarly, Hyundai sold 52 percent fewer Ioniq 6s, down from 837 units to 398. The Ioniq 9 wasn’t available last year, but it hasn’t been a big seller this year, shifting 4,494 units year-to-date and just 317 in October.

Other Hyundai models that experienced significant declines included the Kona (-13 percent), Santa Cruz (-29 percent), Sonata (-32 percent), and Elantra (-16 percent). Helping to prop up total sales were the likes of the Palisade (+6 percent), Santa Fe (+22 percent), Tucson (+16 percent), and Venue (+49 percent).

Hyundai USA Sales

Kia’s EV Collapse

Things are similar at Kia. Year-to-date, it sold 705,150 vehicles, a solid increase from the 653,078 units moved over the same period in 2024. Its total sales also rose slightly in October from 68,908 units to 69,002. However, like Hyundai, Kia EVs didn’t share in this success.

Kia sold just 666 examples of the three-row EV9 this October, over 1,941 examples sold the same month last year. Overall sales of the EV9 this year are down from 17,911 to just 13,114. Then there’s the EV6, which saw its number fall from 1,732 to just 508.

Through the first ten months of the year, 11,585 EV6s have been sold compared to the 17,717 last year. Kia also sells the Niro as an EV in the US, but has grouped its sales with those of the gasoline and hybrid versions.

These numbers come just after Kia confirmed that it has postponed the American launch of the EV4 “until further notice” due to changing market conditions.

Kia USA Sales

Automotive enthusiasts aren’t the only ones who enjoy getting their hands dirty. Many regular drivers tackle oil changes, swap air filters, or fit new brake pads without a second thought. These are the sorts of jobs that make you feel connected to your car, a small ritual of maintenance and pride.

But every so often, a manufacturer decides to make things harder than they need to be. I once had to drop an entire subframe on my BMW just to replace oxygen sensors, an experience that left me wondering whether the engineers had ever tried it themselves.

Also: His Ioniq 5 N Turned Into A Paperweight Months Ago And Hyundai Still Has No Answers

It’s rare to see a mainstream brand like Hyundai put similar hurdles on its customers when it comes to repairs. However, according to one owner, the brand isn’t just making a simple fix hard; it’s straight up declaring war on his (and your) right to repair his own car.

Is Hyundai Denying Right to Repair?

Two recent posts on Reddit’s r/Ioniq5N community have ignited a fierce debate. There, an owner claims Hyundai has drawn the battle lines. He’d set out to replace his rear brake pads, something he says he’s done countless times before on other vehicles, but soon discovered the automaker’s diagnostic tools had other plans.

According to the post, Hyundai’s digital systems effectively lock out anyone who isn’t a certified technician from performing even basic maintenance.

The rear brake pads are affected by the electric parking brake. To replace them, one must disengage the brake and get it to retract completely, otherwise, the new pads won’t fit. In addition, the car needs a diagnostic tool to recalibrate the motor on how far to move with the new pads in place.

In other words, even if you could manually disengage the parking brake, the car would still need calibration to work properly.

More: Rivian Refused To Sell JerryRigEverything A 12V Battery Then Sent Him The Bill

The only way to accomplish this is allegedly to use Hyundai’s J2534 Diagnostic Tool, a Windows-based application available only through the automaker’s tech info portal.

The owner says the software requires a $60 weekly subscription, a $2,000+ approved hardware adapter, and a constant internet connection for authentication. Even then, it reportedly doesn’t work properly on newer models like the 2025 Ioniq 5 N.

No DIYers, Please – Only Pros

“I broke down and bought the subscription and special adapter,” the owner wrote. “Guess what? It didn’t work.” Only later did they find out why. “My blood is boiling at the moment. NASTF has blocked my account, saying “DIYers are not permitted access.”

They included a photo of a message from NASTF that says in part, “Please provide your business name and 9-digit Federal Employer Identification Number. DIYers are not permitted access.”

The irony, the poster points out, is that Hyundai dealers don’t even use this Windows tool. They reportedly have access to an entirely different Android-based software suite that works seamlessly.

While this all sounds like a bureaucratic mess, the underlying issue raises serious questions about Right to Repair access in the EV era. For decades, enthusiasts and independent mechanics have fought for access to diagnostic tools and repair data that manufacturers often guard tightly.

But when basic wear items like brake pads require proprietary authentication, the argument takes on a new urgency.

Has Hyundai Gone Too Far?

Nothing about this setup sounds reasonable. Replacing brake pads is as fundamental as car maintenance gets, yet Hyundai’s system allegedly makes it feel like breaking into Fort Knox.

If that’s true, the automaker has some serious rethinking to do because locking out the people who care most about maintaining their vehicles isn’t a good long-term strategy.

I have personally considered buying an Ioniq 5 and a Kia EV6, but will avoid both until this sort of thing is doable for folks like me. Hyundai tells us that it’s looking into the situation and will report back once it has more information.

Democratic and Republican candidates for governor are working to build their name recognition and campaign throughout the state and had their first opportunity to appear on the same platform at a forum Thursday. Shown are, from left, Matt Smith of WISN-12, Francesca Hong, Sara Rodriguez, Kelda Roys, David Crowley and Missy Hughes, all Democrats, and Josh Schoemann, a Republican. (Photo by Baylor Spears/Wisconsin Examiner)

The primaries for Wisconsin’s open gubernatorial election are about nine months away and the 2026 general election is still a year out, but Democratic and Republican candidates had their first opportunity to speak at a group forum Thursday. 

The forum, moderated by WISN-12 News Political Director Matt Smith, was hosted at the Wisconsin Technology Council’s annual symposium and focused mostly on the economy, especially the technology sector. 

Democratic candidates at the forum included Lt. Gov. Sara Rodriguez, state Sen. Kelda Roys, Milwaukee County Executive David Crowley, state Rep. Francesca Hong and former Wisconsin Economic Development Corporation (WEDC) CEO Missy Hughes. 

Washington County Executive Josh Schoemann was the lone Republican candidate at the forum. U.S. Rep. Tom Tiffany, who is seen as the frontrunner on the GOP side, was not present.

All are competing to replace Democratic Gov. Tony Evers, who won’t seek reelection, in the first open Wisconsin governor’s race in 15 years.

Threats to the economy

Smith asked the candidates what they see as the greatest threat to Wisconsin’s economy.  In her answer, Roys elicited the first — and biggest — round of applause from the audience.

“Wisconsin needs three key things to survive and thrive economically. We need higher wages for our workers — we lag behind our midwestern peers — we need lower costs on everything from housing to health care, and we need more freedom,” Roys said. “The biggest threat to all three of these things is the Trump regime.”

Roys said Trump’s tariffs are driving up prices for many products including appliances, building materials and groceries. She also said cuts to health care are going to have a disproportionate impact on rural parts of the state and that targeting immigrants is hurting the state’s agriculture industry. Entrepreneurship and capitalism, she added, also rely on the rule of law. 

“We need to have a free society that obeys democratic norms, and right now, Trump and his regime are our biggest threat,” Roys said. 

Hong said “authoritarianism” is the biggest threat to the economy, adding that disparities are growing in part because of actions being taken at the federal level, such as cutting food assistance. 

“When you have essentially a federal government that is taking away rights of states and our communities, that is going to threaten the economy,” Hong said. “It is workers that power the economy.”

Schoemann said “affordability” is the greatest threat and expressed concerns about young people and retirees leaving the state to live elsewhere. He said the state should work to deregulate industry and lower utility rates and cut taxes to address the threat. 

“The average price of a home in Wisconsin right now is almost $350,000… A brand new teacher and a brand new cop who are married with a dual income can’t afford to qualify for the mortgage for that one. If they have a child, they’re trying to pay for child care, and they have utility bills that are going through the roof, and Verizon just had another increase in prices, and not to mention Netflix,” Schoemann said to some chuckles from the audience. “I know we laugh, but it’s a problem. It’s a massive problem.”

Rodriguez agreed that affordability is a big concern, saying that she wants her 19-year-old son to be able to build a life in Wisconsin but she is concerned that he won’t be able to afford to live here. 

“He’s not going to be able to do that if he can’t afford a home. He’s not going to be able to do that if, you know, he’s not going to be able to afford child care, so I think affordability is our biggest threat,” Rodriguez said. She added that the state needs to figure out how to ensure that its workforce can grow. 

Crowley said “complacency” is the biggest threat.

“We can’t continue to do the same work that we’ve been doing. We should no longer be defending the status quo because we have to figure out how do we build new institutions … ” Crowley said. “We see that public trust has been destroyed in government.”

Hughes said the state isn’t investing enough in K-12 and higher education. 

“When we start from a place of thinking, ‘No, we don’t want to take a risk. No, we don’t want to have investment in something,’ we end up just staying in the same place and often spiraling downward,” Hughes said. 

Working with the Trump administration

Democratic candidates were asked how they would work with the Trump administration, while Schoemann was asked whether there is anything he would push back on.

Rodriguez said that she would use the “bully pulpit” of the governor’s office to put pressure on the Trump administration to be more consistent. She noted her background as a health care executive, saying that being able to plan is essential. 

“You’re trying to figure out what you’re going to be doing in the next several years. Small businesses do the same thing. With this back and forth on tariffs… it is almost impossible to, so, that’s why it feels like we’re stuck,” Rodriguez said.

Roys called Trump a “bully and an authoritarian” and said Wisconsin needs a governor who will stand up to the administration. She noted governors in other states, including California Gov. Gavin Newsome, Maine Gov. Janet Mills and Illinois Gov. J.B. Pritzker, as examples of governors across the country who are pushing back.

Crowley said that he has worked with the federal government under Trump and President Joe Biden to secure grant funding for Milwaukee County. He also noted that he worked with Republicans at the state level to help pass legislation that overhauled local government funding in Wisconsin. 

“When we go into a restaurant, you’re not having a conversation with a waiter about their relationship with the cook. You want to make sure that your food is coming out hot and ready and delicious,” Crowley said. “We need our government to work the exact same way. Doesn’t matter if we agree on anything or not. We need to be delivering for the people that we represent every single day because it’s about moving our state forward.”

Hughes noted that Trump pushed for a plan operated by FoxConn during his first term, which had promised would create 13,000 jobs, and the state of Wisconsin invested $1.5 billion in infrastructure to make that happen. The original plan was mostly abandoned by the company.  

“I had to come in and clean up that mess,” Hughes said. She was involved in brokering a deal with Microsoft, which launched plans in 2024 for a $3.3 billion data center on the land that was once going to be the site of the FoxConn development. 

“You have to work at every level of the economy from a small business on Main Street all the way to our biggest businesses and supporting them and everywhere in between,” Hughes said. “Donald Trump thinks you can do these big things, and it’s all going to be better, and we’re all ending up paying the price for that.” Instead of taking Trump’s “silver bullet” approach, Hughes said, Wisconsin’s governor must understand the complexity of the state economy and ”keep working hard to create the quality of life that keeps people here here.”

Hong said it would be hard to work with the administration. She added that the lack of funding for SNAP is “disrupting an entire ecosystem,” and said public officials need to fight for the most vulnerable. 

“We have to make sure that people have food, and so, I think working with an administration that has no interest in your constituents is going to be incredibly difficult to be able to ensure that there is an economy that works for everyone,” Hong said. 

Schoemann didn’t say whether he would push back on anything the Trump administration is doing. He said tariffs have been difficult, but he also said the issues are global. 

“I hear from manufacturers and agriculture alike it’s the constant give and take, but let’s face it,… the changes that the world is going through right now — it’s a global thing,” he said. 

Data centers and artificial intelligence regulations

The growing presence of data centers in Wisconsin and the concerns they raise about increased electricity costs and water consumption, as well as the use of  artificial intelligence (AI), was a significant focus of the forum.

According to datacentermap.com, there are currently 47 data centers in Wisconsin. Proposals for more centers in the state are popping up as well, including one for a campus operated by OpenAI, Oracle and Vantage Data Centers in Port Washington. 

A recent Marquette Law School poll asked Wisconsinites about data centers and found that 55% say the costs of large data centers are greater than the benefits they provide, while 44% say the benefits outweigh the costs.

Schoemann, noting his close proximity to Port Washington, said that he thinks there is an “abundance of opportunity” created by data centers, but the state needs to be “very, very strategic and smart about where” data centers are placed. He said he also has concerns that there isn’t enough power in Wisconsin, and expressed hope that there will be a nuclear power “renaissance” in the state.

Crowley said he doesn’t think the government should be picking “winners and losers” when it comes to data centers, but instead should “make sure that this is fertile ground for entrepreneurs and businesses to either stay or move right here to the state of Wisconsin.”

“There’s an opportunity for us to really become AI and a data hub not only for the entire country, but for the entire globe and really sets us apart in making sure that we continue to invest in businesses and companies here,” Crowley said. 

Hughes said that Wisconsin has a diverse economy and that she doesn’t see the state  becoming a data center-based economy in the near future, but that data centers do offer an opportunity for communities.

“To have some of these data centers land here in Wisconsin, provide incredible property tax and revenue for the communities that are really determining how to pay their bills, how to build new schools, how to build new fire departments, it’s an opportunity for those communities to access some of that investment and to benefit from it,” she said. 

Hughes also said the state is already involved in conversations with companies seeking to build data centers in Wisconsin and that should continue. She said a project needs to be right for individual communities, noting the example of Microsoft scrapping its plans last month for a data center in Caledonia after major pushback from the local community. The company is now looking for an alternative site.

“We talked to them about their environmental needs, about where they’re building and how to make that happen in a way that has the least impact to the communities and the best benefit for Wisconsin,” Hughes said. “Working directly with the companies and getting to know those companies, acting with them as partners, is critically important for these to be good investments and ultimately beneficial for Wisconsin.”

Hong raised concerns about the environmental impact of data centers and the prospect that they could drive up utility bills. 

“One of the big considerations here is that for the workers and jobs that are created from these AI data centers, let’s make sure that the housing that’s being built, the workers are going to stay in Wisconsin, that we have to make sure that the companies are being held accountable,” Hong said. 

Roys said that “data centers are coming whether people like it or not” and the question for policymakers is whether they can implement “an approach that respects the values that I think all of us share — of democracy and shared decision making that’s transparent, that’s accountable, of fair play… and of protecting all of our resources.” She added that she has been concerned seeing “the biggest and wealthiest” companies seek to force their ways into communities. 

Asked about the role that the state should play in regulating artificial intelligence, most of the candidates appeared open to some regulation of AI but expressed concerns about stifling growth. 

Roys said she wants to see consumer protections and said she has authored legislation to crack down on crypto kiosk scams as well as to regulate on the use of AI to ensure landlords don’t use it to help hike rents.

Hughes compared AI to a hammer, saying it could be used to hurt someone or to build structures.

“Trying to regulate it at this moment could potentially hold back some of the benefits that we might see from it. I think that we need to continue to watch it,” Hughes said. “ … I want to make sure that we preserve the right to use that tool in a way that can really advance our society forward.”

Crowley said he thinks there should be laws in place, but there is no “one-size-fits-all solution for technology.”

“How do you make sure that those who are directly involved in this particular industry are at the table, making sure that there is some predictability when it comes down to starting your company and also making sure they can continue to grow?… But make sure that we’re also protecting our environment, protecting the consumer at the exact same time.” Crowley said. 

Schoemann, meanwhile, said he was concerned about how AI could be a threat to the state’s workforce. He noted that Washington County has studied the potential impacts of AI, finding that many jobs could be automated using AI in the next 15 years or so. 

He said he wanted to see more study of AI’s impact, to answer the question, “How do we prepare the workforce?”

Broadband and marijuana

A question about how to increase broadband access in Wisconsin led the an unexpected answer from Hong: “Legalize weed.”

Wisconsin is one of 11 states that hasn’t legalized recreational or medical marijuana. By some estimates the state is losing out on millions in tax revenue each year due to cannabis prohibition. 

“The revenue that comes in will be able to invest in fiber optic and high-speed internet in many different companies across the state,” Hong said.

The push to legalize marijuana for either recreational and medicinal purposes in Wisconsin has been a fruitless pursuit under split government. Republican lawmakers are working to advance a medical marijuana proposal in the Legislature right now, though it is unclear whether it can garner enough support to become law. 

Rodriguez said she didn’t disagree with Hong, noting that Wisconsin’s midwestern neighbors are able to bring in significant revenue by taxing marijuana.

“Gov. [J.B.] Pritzker thanks us all the time for the amount of tax Wisconsin [consumers pay],” Rodriguez said. 

Rodriguez also added that she wants to build off the Evers administration’s successes expanding broadband.

“It is a requirement for modern day working, for schools. We saw that during COVID,” Rodriguez said. “Making sure that we are able to get that type of connection to every part of Wisconsin is going to be important.” 

Hughes agreed both with marijuana legalization and with Rodriguez on broadband, saying there have been “incredible strides” in installing broadband in rural areas under the Evers administration. 

“I’m all for legalizing weed, and abortion for that matter,” Roys said. 

Roys noted that the state’s progressive tax structure has flattened over the last 16 years and that reversing that trend — taxing higher income residents — could help pay for investments in broadband.

Schoemann started his answer focused on broadband, rather than staking out his position on marijuana legalization, saying broadband it is a massive issue, especially in the Northwoods. He said Washington County was able to make progress using American Rescue Plan Act (ARPA) funding, though he didn’t necessarily support the funding. 

“I took [U.S] Rep. Glenn Grothman’s advice: ‘If they’re dumb enough to give you the money, you should be dumb enough to spend it,’” Schoemann said. “Some of that we did in broadband… I think we have to finish the job on broadband.”

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Hyundai’s next big (or rather, small) electric debut is edging closer to reality and this time photographers haven’t only captured the upcoming Ioniq 3 testing without heavy disguise, but they got to peek inside and check out a very different interior layout.

Related: Hyundai Gives Its Smallest N Line SUV Sharper Looks And Smarter Tech

The Ioniq 3, a production version of the Three concept Hyundai revealed in September at the Munich motor show, is positioned below the Ioniq 5 and Ioniq 6, being smaller and slightly less sophisticated.

Styling

Where those models ride on the high-spec 800-volt E-GMP platform, the new 3 will use a simplified version of the same architecture running on 400-volt electrics.

That means slightly slower charging and potentially smaller motors, but also a more affordable entry point for Hyundai’s EV lineup, and an internal competitor for the closely related Kia EV4. But their very different designs means the casual buyer will never guess the connection.

These latest images show a clean, confident shape with a sporty low nose, but also a raised ride height that gives the little hatch a more crossover-y stance than the concept had.

The door handles – recessed, not pop-out – and tapering roofline hint at good aerodynamics, and the high-set tail means the silhouette (but not the rising waistline) reminds us of Alfa Romeo’s classic Sud sedan.

New Infotainment System

Inside, the Ioniq 3 looks very different from its Ioniq 5 and 9 brothers, junking their conjoined gauge cluster and infotainment displays for for a super-slim digital instrument pack directly under the windshield and a large, Tesla-style tablet touchscreen mounted above the console.

Also: Hyundai’s New Pleos Infotainment System Looks Like A Tesla Knockoff

Speaking of that tablet-style display, as you can see from the pictures, it appears to be running Hyundai’s new Pleos Connect infotainment system set to launches in 2026.

Built on Android Automotive OS, it adopts a smartphone-like interface with customizable menus and cloud-based user profiles known as Pleos ID, allowing drivers to load their preferences in any Pleos-equipped vehicle.

The system integrates Gleo AI, an intelligent voice assistant designed to handle navigation, media, and vehicle functions through natural conversation.

There’s no sign of the concept’s moveable digital widget blocks, but it’s good to see some hard keys and rotary knobs fitted below the main display.

SH Proshots

Powertrain

Detailed specs are still under wraps, but based on what we know about the Kia EV4 (which is no longer coming to the US) it could comes with 58.kWh and 81.4kWh battery options, and might launch with a single 201 hp (204 PS / 150 kW) motor driving the front wheels.

That setup would give a zero to 62 mph (100 kmh) time of just over 7 seconds and a range of close to 400 miles (644 km).

With the camouflage now lighter and the design details nearly finalized, it looks like the Ioniq 3 is entering the final stretch of development.

Hyundai is expected to pull the covers off the production model midway through 2026. It may be the smallest Ioniq yet, but it could turn out to be Hyundai’s most important.

SH Proshots

When Hyundai pulled the wraps off the Elexio, a new electric SUV developed with joint venture partner BAIC and standing apart from the Ioniq lineup, most assumed it would remain a China-only model. That would have made sense, given how often collaborations like this one are designed for domestic markets.

Now, though, Hyundai has confirmed that the Elexio will also make its way to Australia. It’s expected to arrive next year, sitting between the Kona EV and the Ioniq 5 in the local lineup.

Read: Hyundai’s New Electric SUV Skips Physical Buttons Nearly Entirely For Massive Screen

Positioned as a direct rival to the Tesla Model Y and BYD’s Sealion 7, the Elexio marks new territory for Hyundai in Western market.

Whether Australian drivers will warm up to its distinctive styling and unconventional cabin design is still an open question. Yet with Chinese-built electric SUVs rapidly gaining traction Down Under, the Elexio could soon become a common sight on local roads, especially if the price is right.

Lineup And Power

Underneath, it rides on the Hyundai Group’s familiar E-GMP platform and comes with a single 88.1 kWh battery pack. Charging from 30 to 80 percent takes about 27 minutes, which is a slower than the Ioniq 5’s 10-to-80 percent top-up in about 18 minutes.

In China, the Elexio has a quoted driving range of 722 km (449 miles), but under the (considerably less generous) WLTP cycle, Hyundai is simply quoting a range of “over 500 km” (311 miles).

Australia is expected to receive three different versions of the Elexio. The base model will be a single-motor standard-range variant, the middle version will be a single-motor long-range model, and the flagship will be an all-wheel-drive long-range one, according to Drive.

Both two-wheel-drive options use a 160 kW (215 hp) motor, while the AWD variant steps up to around 230 kW (308 hp). The configuration mirrors that of the Kia EV5, which shares similar output figures across its own lineup.

Review: BYD Sealion 7 Performance Could Be Tesla’s Worst Nightmare

Inside, the Elexio wears clear Chinese design cues, though in this case, that’s not a bad thing. A 27-inch panel spans the dashboard, merging the main infotainment screen with a separate passenger display.

The driver gets a smaller readout set low near the windshield, while wireless charging pads and an eight-speaker Bose audio system round out the cabin’s tech package.

What Will It Cost?

In China, the Elexio starts at 119,800 yuan and tops out at 149,800, roughly US$16,900 to US$21,100 or about AU$25,700 to AU$32,200 if you’re counting in local currency. Tempting figures, but don’t get too comfortable. Those kinds of prices never make it past customs.

Hyundai hasn’t disclosed Australian pricing yet, though it’s safe to assume the local figure will be less charitable. Expect something between AU$55,000 ($36,000) and AU$65,000 ($42,600), a range that drops the Elexio right into the thick of the mid-size electric SUV contest.

It’s a crowded corner of the market, but one Hyundai seems quite happy to elbow its way into.

Toyota’s booth at the 2025 Japan Mobility Show brimmed with futuristic ideas, from spider-like delivery bots to a six-wheeled Lexus minivan. Yet among all the tech-heavy marvels, one creation charmed visitors more than any other: the Kids Mobi, a self-driving, bubble-shaped EV made exclusively for children.

More: Honda Shogo Is A Tiny EV That Brings Joy To Hospitalized Kids

Framed as a “safe and secure AI-powered personal mobility for kids,” the concept blurs the line between toy and vehicle. It has a smooth, pod-like body with enclosed wheels and animated LED “eyes” that mimic expressions.

Even the sensors on the roof are shaped like ears, with the whole thing being reminiscent of an animated character.

The canopy, lifted straight from a sci-fi sketchbook, swings upward to reveal a snug single seat built for children up to 130 cm tall (about 4 feet 3 inches). Once inside, the canopy closes and an AI assistant called the “UX Friend” comes to life, chatting and playing with the young passenger throughout the ride.

While the Kids Mobi obviously relies on autonomous tech for navigation, Toyota says children can still participate in the drive, giving them a sense of control.

“It’s not just adults who want to drive and enjoy some time to themselves,” the company explains. “Kids also want freedom of mobility. And just as adults have cars, kids deserve a trusty sidekick.”

Letting a child ride solo in an autonomous pod may sound like science fiction at best and unsettling at worst, but Toyota argues it could eventually prove safer than a traditional school bus.

For now, the Kids Mobi remains a concept, though it reflects what the automaker calls the “ultimate goal” of its AI x Robotics Data Center. That means the idea will keep evolving long after the show floor closes.

Still, the project represents the “ultimate goal” of the automaker’s AI x Robotics Data Center, so development will continue.

More: Toyota Wants To Teach Your Kids To Drive With Camatte Petta Concept

Until the Kids Mobi is ready to hit the road (or, more likely, the bike lane and sidewalk), visitors of the Japan Mobility Show can check it out up close and snap a photo with it. Toyota will also give each kid an original keychain as a souvenir.

Another Kid-Friendly Concept

Interestingly, the 2025 lineup at the show includes another Toyota concept that could serve as a helpful companion for toddlers.

The Chibibo is a quadruped robot that walks alongside people and vehicles serving as a last-mile delivery solution. A shown in the official renderings, it could help a child carry their backpack, lunchbox, or any other item that would be too heavy for them.

The spider-like design allows the robot to navigate narrow alleyways and climb stairs, taking parcels to places that vehicles can’t. When idle, it crouches down into a resting pose, much like a loyal robotic pet.

Toyota

The 2025 SEMA Show is coming up soon, and Hyundai is bringing something big – literally.The automaker has teamed up with the YouTube duo BigTime to showcase a project that blurs the line between tech showcase and trail rig.

Automotive personalities Jeremiah Burton and Zach Jobe helped Hyundai create what you see here, the Ioniq 9 Off-Road Concept. Think of it as a junction between EV luxury and off-roading prowess.

Set for display inside SEMA’s Future Tech Studio, this Hyundai concept makes an immediate impression. It features bright yellow paint, a lifted suspension, unique wheels, and knobby all-terrain tires. Hyundai’s largest electric SUV doesn’t look bad with what appears to be a trail-ready stance.

More: Hemi V8 Ram And Purple Charger Team Up For Stellantis’ SEMA Spectacle

A custom light bar and auxiliary lighting boost nighttime visibility and provide a bit more functionality to a vehicle clearly intended for the trail.

Underneath all of this is an Ioniq 9 Calligraphy. It features dual motors, all-wheel drive, 422 horsepower (315 kW), and 516 lb-ft (700 Nm) of torque. Notably, Hyundai hasn’t said if there are any mechanical modifications.

“This concept takes IONIQ 9 into new off-road terrain it has yet to explore,” said Sean Gilpin, Chief Marketing Officer for Hyundai Motor North America. “Its aggressive lift, all-terrain tires, and rugged design inspire both innovation and customization—the hallmarks of any successful SEMA concept.”

For Burton and Jobe, who rose to fame through their fun, informative automotive builds, the collaboration marks a fresh spin on the EV world.

“EVs have come a long way, so getting a chance to put our own spin on an off-road-themed IONIQ 9 is pretty cool,” said Burton. “We themed this IONIQ 9 off of our 1977 vintage cabover we call Bud. This new-tech-meets-vintage look gives it character and capability.”

BigTime will highlight the SUV across its social media channels. Fans will get the chance to see behind-the-scenes footage of the build.

The partnership highlights how Hyundai is willing to be very flexible when it comes to marketing a luxurious flagship electric SUV. It doesn’t have to be all champagne and leather. Sometimes it can be dirt and light bars.

Final sales results for the third quarter are now in, closing one of the most closely watched reporting periods the electric vehicle market has seen in recent years. No doubt, the Trump administration’s move to scrap the federal EV tax credit sparked a final buying spree that sent sales figures sharply upward.

Unsurprisingly, two familiar Tesla models held a commanding lead, but several other notable models experienced significant demand spikes.

How Big Was the Jump?

According to Kelley Blue Book data, U.S. EV sales hit an all-time quarterly high of 438,487 units, up 40.7 percent from Q2 and 29.6 percent higher year over year, surpassing the previous record from Q4 2024 by nearly 20 percent.

Electric vehicles also claimed a record 10.5 percent share of total vehicle sales, up from 8.6 percent in the same period last year.

Read: Federal Deadline Turns EV Into One Of VW’s Hottest Sellers

The Tesla Model Y was still comfortably the most popular EV in the United States, as 114,897 were sold during the period, a 29 percent increase from 89,077 delivered last year. Even so, Tesla’s overall market share slipped to 41 percent from 49 percent a year ago.

In second place was another Tesla, the Model 3, at 53,857 units. That result was actually down 7.8 percent year over year, suggesting some buyers may have shifted their attention toward the updated Model Y.

Top 10 Best-Selling EVs In Q3 2025

What About Non-Tesla Models?

The first non-Tesla entrant on the best-sellers list was the Chevrolet Equinox EV. A total of 25,085 were sold, a huge 156.7 percent rise from 9,772.

Positioned not far behind it were the Hyundai Ioniq 5 with 21,999 sales, the Honda Prologue with 20,236 sales, and the Ford Mustang Mach-E with 20,177 sales. The VW ID.4 was also a strong performer for the quarter, with 12,470 units, a 176 percent increase from Q3 2024.

A surprise inclusion among the best-sellers was the Audi Q6 e-tron. A total of 10,299 SUVs were sold during the quarter, an impressive result considering that model’s premium positioning that allowed it to outsell the Ford F-150 Lightning (10,005 units).

Other strong performers included the Rivian R1S with 8,184 sales, the Chevrolet Blazer EV (8,089), the Kia EV9 (7,510), and the Cadillac Lyriq, of which 7,309 found new homes.

Still, fewer than 10 models managed to exceed 10,000 sales in Q3 2025, underscoring how top-heavy the market remains. For most automakers, EV volume remains well below the levels needed for profitability.

The Best Sellers YTD

Year-to-date figures show total U.S. EV sales surpassed 1.04 million units, up 11.7 percent from about 935,000 a year earlier.

Tesla continued to lead with 451,160 units, down 4.3 percent year over year but still holding a 41 percent market share. Chevrolet followed in second place with 87,137 units, a 113 percent jump, while Ford ranked third with 69,600 (+2.8%) and Hyundai came in fourth at 57,167 (+31.1%).

Among individual models, the Tesla Model Y led the way with 265,085 units, down 8 percent year over year, followed by the Model 3 at 155,180, up 18 percent. Chevrolet’s Equinox EV climbed into third place with 52,834 sales, a massive 390 percent surge.

Ford’s Mustang Mach-E posted 41,962, the Hyundai Ioniq 5 reached 41,091, and the Honda Prologue recorded 36,553. Tesla’s Cybertruck ranked seventh at 25,973, edging out the Ford F-150 Lightning’s 23,034 and Volkswagen’s ID.4 at 22,125. The Chevrolet Blazer EV closed the top ten with 20,825 units.

What Happens Next

With federal incentives now expired, analysts expect a cooldown. “The training wheels are coming off,” said Cox Automotive’s Director of Industry Insights, Stephanie Valdez Streaty. “The federal tax credit was a key catalyst for EV adoption, and its expiration marks a pivotal moment.”

Cox Automotive projects a temporary dip in EV sales through late 2025 and early 2026 before growth steadies again over the long term.

John Halas contributed to this story.

BEST SELLING EVs JAN-SEP 2025

EV BRAND SALES USA 2025

EV MODEL SALES USA 2025

Cox Automotive

Registration is now open for the 2026 ACT Expo, which returns to Las Vegas, Nevada, in the spring.

The 16th ACT Expo, held May 4-7 at the Las Vegas Convention Center, will feature sessions on AI and autonomy as well as zero-emission vehicles. Originally called the Advanced Clean Transportation, ACT Expo for short, will now be known solely as ACT Expo, which event producers TRC Companies, said reflects the “expanded scope across advanced, autonomous, connected, and clean transportation technologies.”

TRC noted that ACT Expo can no longer “be simply defined as the clean or advanced technology show — it has become so much more.”

ACT now stands for the following:

• Advanced, Autonomous, Alternative, AI, Analytics, Adaptable, Assets
• Clean, Commercial, Connected, Cost-Effective, Compliant, Charged, Carbon-free
• Transportation, Technology, Transition, Trailers, Telematics, TCO, Tires

The event, which annually attracts over 12,000 attendees and 500 exhibitors, “offers end-users the most current insight into the key technology trends driving the market today and in the years ahead, practical lessons from peers, direct access to every major OEM and industry supplier in the market, strategies to boost competitiveness and accelerate the use of high-tech and clean vehicles and fuel, and the relationships that drive long-term success,” a press release on the event states.

The ACT Expo traditionally has hosted one school-bus-specific session each year and features school buses on the trade floor from various manufacturers. This year, however, TRC Companies said ACT Expo will place a greater emphasis on the digital frontier, reflecting industry investment in software-defined vehicles, real-time data collection and analysis via the use of AI and autonomy.

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Related: (STN Podcast E257) The Paths Forward: AI, Clean Energy, Manufacturing Discussed at ACT Expo
Related: ACT Expo Heads Back to Anaheim, Agenda Released
Related: School Bus Wi-Fi Solution Now Available for Districts Left in E-Rate Cold
Related: WATCH: Michigan Association Releases Illegal Passing PSA for School Bus Safety Week

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“Through end-user case studies, the event will highlight how these cutting-edge technologies are improving performance, safety, and ROI, while giving attendees a clear view of where and how they are scaling,” the release states.

In addition to the technologies, the conference will continue to highlight ultra-clean vehicles and low-carbon fuels, spotlighting infrastructure.

“The pace of change and acceleration of advanced technologies in commercial transportation is phenomenal; it’s unlike anything we have seen before,” stated Erik Neandross, president of Clean Transportation Solutions at TRC. “From the boardroom to the show floor, ACT Expo is the one place where C-suite representatives from fleets, OEMs, and infrastructure partners engage directly to shape real-world progress and the future of their businesses. It’s where fleet leaders learn what’s actually working in the field, what’s just around the corner, and where they can better understand proven strategies that can deliver both economic and environmental results.”

School Transportation News is a media sponsor of the event.

The post ACT EXPO Registration Opens, Event Focus on AI and Autonomy appeared first on School Transportation News.

You’d expect Germany’s own automakers to dominate the German Car of the Year (GCOTY) awards and not necessarily because the judges are partisan. BMW, VW and Mercedes cars work well on German roads because they’re developed both for them and on them.

It’s a home-field advantage that usually shows. Yet like a WWII GI cutting in on a beaten German soldier’s dance to steal his girl, two American cars have just walked away with major wins in the 2026 competition.

Related: Cadillac Confirms New Gas-Powered Sedan

The awards, which group contenders into five categories, including Budget, Compact, Premium, Luxury and Performance, are voted on by a panel of 40 German and international motor journalists. While the overall winner won’t be revealed until November 17, we already know the victors in each category.

American Upset

The Lucid Air Sapphire, America’s electric interpretation of a luxurious hyper-sedan, took home the crown in the Performance segment. That’s hardly a shock once you’ve looked at its numbers.

With 1,234 hp (1,251 PS / 920 kW) and an ability to break 2 seconds to 60 mph (97 kmh; with rollout) the Sapphire is like a four-seat physics experiment. One that makes German heavy-hitters like the BMW M5 and Porsche Taycan Turbo GT look slow.

Meanwhile, over in the Luxury category, Cadillac’s 615 hp (624 PS / 459 kW) Vistiq took top honors. Cadillac only recently returned to Europe, but the sleek Vistiq is proof that Cadillac’s EV push isn’t just resonating in the States.

And this isn’t the first time GCOTY judges have had their heads turned by a Caddy. This year’s Luxury win follows last year’s success for the Cadillac Lyriq, which won the same class, but was beaten to the overall GCOTY title by the BMW 5-series and i5. Maybe the Vistiq can do better.

To take outright gold, Cadillac’s three-row EV will have to beat not only the Air, but three strong European and Asian entries. Dacia’s Bigster is the 2026 GCOTY Budget Car of the Year, the electric Skoda Elroq scooped the Compact award and Hyundai’s Ioniq 9 was named best Premium car.

Changing Currents

In case you hadn’t noticed, that means four out of the five class winners are EVs, and it’s that shift to electric power that has helped American cars up their relevance game in Europe.

Perhaps most telling of all, not a single German brand made the winners’ list this year, with the nearest contender being Skoda, a Czech marque under the VW Group umbrella.

The South Korean government is none too pleased with Hyundai’s massive US investments, particularly as tensions linger with the Trump administration over a new trade deal. Indeed, one lawmaker has even gone so far as to accuse Hyundai of trying to curry favor with President Donald Trump.

Just two weeks after Hyundai’s massive plant in Georgia was raided by US Immigration and Customs Enforcement agents, and hundreds of Korean workers were detained, the automaker announced plans to boost its American investments by 32 percent, bringing the total to $11.6 billion.

This move landed awkwardly back home. Many in South Korea had warned that the raid could discourage local companies from expanding into the United States, and Hyundai’s timing only added to the unease.

Read: Turns Out 300 Of The ‘Illegal Aliens’ Detained At Hyundai Plant Are Koreans

While recently speaking with members of the press, South Korea’s industry minister Kim Jung-kwan described the timing of the investments as “deeply regrettable.”

“We told Hyundai that [its] conduct was deeply regrettable, especially considering that our efforts have been made for the sake of Hyundai and Kia’s industry,” Kim said. “I believe that Hyundai now fully understands the Korean public sentiment.”

According to the South China Morning Post, Korean officials have clashed with US counterparts over roughly $350 billion in American investments as Seoul seeks lower tariffs on Korean cars.

Who Benefits Most?

According to independent lawmaker Kim Jong-min, Hyundai’s investments weakened Korea’s leverage during trade talks. “Isn’t the Korea-US tariff negotiation essentially a negotiation concerning Hyundai?” he asked.

“Since Hyundai is the main player in this issue, I believe that the way Hyundai responded was not helpful to the negotiations.”

Hyundai has been particularly active on the investment front this year. In March, it pledged $21 billion to strengthen its automotive, steel, and robotics businesses. By August, that figure had grown to $26 billion, with a promise to create 25,000 direct jobs in the United States by 2028.

Sources: South China Morning Post