Fiat’s urban dwellers, like the 500 and the Panda, are not known for their speed, but they could soon become even slower on purpose. According to Fiat CEO Olivier Francois, limiting top speed could be a way to satisfy EU safety regulations without having to fit their budget models with expensive ADAS.

Francois spoke to Autocar about his intentions: “I would happily limit my city cars, my smaller cars, to what is today the maximum legal speed limit. It’s already a limitation. There is something weird that I need to over-spec my cars to go above the legal speed limit.”

Review: New Fiat Grande Panda Hybrid Makes Budget Look Cool Again

The CEO said that the average legal maximum speed in Europe is 73 mph (118 km/h), adding that most of the safety equipment “has been developed for cars to go way above the speed limit.”

On the contrary, Fiat’s most popular models, including the 500, Panda, and Grande Panda, are mostly used at low speeds within urban environments. Francois doesn’t believe that capping their top speed at 73 mph (118 km/h) would have a serious impact, as none of the aforementioned city cars is particularly fast in the first place.

More specifically, the electric Grande Panda is already restricted to 82 mph (132 km/h) to preserve range, while the ICE and hybrid variants of the subcompact hatchback can go up to 99 mph (160 km/h).

The Fiat 500e has a limiter at 84 mph (135 km/h) or 93 mph (150 km/h), depending on battery size. As for the new 500 Hybrid, it can theoretically reach 93 mph (150 km/h), but judging from the acceleration figures, that would require lots of patience.

Slower Means Safer

Francois thinks that a new speed limiter could serve as a cheaper alternative to more sophisticated ADAS that would inevitably increase the price of the models with little or no benefit to the customer. He also welcomed the proposal for a new small car category in Europe that could be free of the strict safety rules applicable in higher segments.

More: EU Quietly Plans New Car Class That Could See Prices Drop To €15,000

“I have a hard time understanding why we need to install all this super-expensive hardware: sensors, cameras, road sign recognition… All this is a little bit inadequate, a bit crazy, and has contributed to raising the average price of a city car by 60% over the last five or six years. I don’t think that city cars in 2018 or 2019 were extremely dangerous. Our proposal was literally to say ‘let’s go a little bit backward from overloading cars with expensive hardware’.”

“We fundamentally think that with all these rules, the most unsustainable portion lies in the city cars and urban driving, because all these cars are small, democratic and inexpensive, bought by younger people and so on for the daily commute in a city. They are driven at way slower speeds. It’s not the same usage.”

If Fiat imposes new speed restrictions across its lineup, it won’t be the first automaker to do so. Volvo, Renault, and Dacia models already have a limited top speed of 112 mph (180 km/h), designed to reduce the likelihood of serious accidents.

As affordable EVs from China continue to pour into Europe, the question for legacy automakers is no longer if they should respond, but how quickly they can. For Dacia, the solution is straightforward: beat them at their own game by offering budget-friendly electric cars under a European badge.

Also: Dacia Working On New Sub-€18k EV For Europe

The Romanian brand, part of the Renault Group, already sells the Spring across the continent. Built in China, the Spring has carved out a niche as one of the cheapest EVs available in Europe, including Germany, where it can be had for just €11,900 ($13,900) after a massive €5,000 (around $5,900) discount that’s offered for a limited time.

But Dacia isn’t standing still. A second entry-level electric model is set to arrive in the second quarter of next year, priced around €18,000 (about $20,100).

The Twingo Connection

This upcoming model will be based on the new Renault Twingo. Unlike the China-manufactured Spring, the new EV will be assembled in Slovenia, sharing the same Novo Mesto plant as its combustion-powered sibling.

“Our aim is basically to maximize the offer of EV in the [minicar segment],” Dacia sales chief Frank Marotte confirmed to Auto News. “What we see is that the A-segment and probably in the future the B-segment are moving very fast toward BEV models.”

A Different Flavor of Affordable

To avoid cannibalizing sales of the Spring, Dacia says the new model will be “completely different,” not just in exterior styling but in color choices, interior design, and feature mix. The idea is to give each model its own identity, even if they serve similar purposes at the affordable end of the EV spectrum.

Dacia has already dropped a few hints about the design. A teaser sketch revealed a compact hatch with crossover cues and sharp lines, while a more restrained, camouflaged prototype appeared during a quarterly business update. Neither gives the full picture, but both suggest the new EV won’t be a softened copy of the Spring.

Depending on where you live, the newcomer might actually be the cheaper option. In countries like France and the UK, government subsidies currently exclude Chinese-built models, potentially tipping the scales in favor of this Slovenia-produced car. Pricing could fall below that of the Spring once local incentives are applied.

Read: This EV Was Already Cheap, Then Dacia Knocked Off Nearly $6,000

There’s also a regulatory upside. The new EV will help Dacia lower its fleet-wide CO2 emissions average, an important piece of the puzzle as EU targets tighten. The brand missed emissions goals for both 2025 and 2024, but this new model is part of a push to stay within the rules by 2027.

The car will ride on a shortened version of Renault’s AmpR Small platform, the same one underpinning the new Twingo. Power will come from a single electric motor delivering 81 horsepower and 129 lb-ft (175 Nm) of torque, paired with a 27.5 kWh lithium-iron phosphate battery pack. At this stage, only one variant has been confirmed, and the Dacia-branded model is expected to use the same setup

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Wisconsin’s Democratic Gov. Tony Evers called on the Republican-controlled Legislature to act on a broad array of his priorities in his final year in office, even if it means working for longer than they are scheduled to be in session.

Republicans are unlikely to follow Evers’ call to action on many of the proposals he outlined in a letter, just a year after they rejected the same or similar ideas in his state budget. But Evers expressed optimism that bipartisan agreement is near on several issues, including protecting funding for SNAP, the country’s main food aid program, and combating water pollution caused by PFAS chemicals.

“We have a year left and it’s not all about me,” Evers, who opted against seeking a third term, told reporters on Monday. “All of the things that need to be addressed, many of them can be.”

Evers has served as the swing state’s governor since 2019, helping Democrat Joe Biden narrowly win the state on the way to becoming president in 2020. President Donald Trump carried Wisconsin in 2024 and in 2016, both times by less than 1 percentage point.

Evers’ term ends in a year, but he’s focused on setting up his party to take back the legislative majority for the first time since they lost it in 2010.

In 2024 Evers signed new district maps that helped Democrats chip into Republican majorities in the Assembly and Senate. Democrats are also counting on anger toward Trump helping them in the midterm.

The Legislature is scheduled to be done with its session by mid-March, giving lawmakers more time to campaign for the fall election. The Assembly is planning to quit in mid-February. But Evers said Monday that there’s still time to advance Democratic priorities.

“I think it’s bad politics to say we’re done in February, we’re done in March, and we’ll see you at the polls,” Evers said. “That doesn’t work. I don’t think it’s a good message. We have the opportunity to do some good things.”

Evers called for bipartisanship to tackle issues that have long been Democratic priorities, such as increasing public school funding, lowering health care costs and enacting gun control laws.

While many of his proposals are likely to be summarily rejected, Evers said Democrats and Republicans were close on reaching deals to release $125 million in funding to combat PFAS pollution. He also said both sides were close to an agreement that would put additional safeguards in place to ensure Wisconsin isn’t penalized by the federal government for errors in who gets SNAP food assistance.

Evers called on lawmakers to spend $1.3 billion more on public schools in an effort to reduce property taxes, a month after homeowners across the state received higher tax bills. Republicans blame Evers because of a veto he issued that allows schools to increase spending limits for 400 years. But that is only one part of the complicated school aid formula. Evers and school officials have said funding from the state has not kept pace with expenses, forcing schools to ask voters to approve referendums for an increase in property taxes to make up the difference.

If schools aren’t given more money, Evers said “we’re in a world of hurt” because property taxes will only continue to increase.

Republican legislative leaders, in interviews with The Associated Press last month, did not express support for increasing general school aid funding.

“We have to have a bigger conversation about how we’re going to fund schools long term than just saying we’re gonna put more money to the same formula doing the same thing,” Assembly Speaker Robin Vos said.

Evers also urged the Legislature to make progress on his plan to close a 128-year-old prison in Green Bay as part of a larger overhaul of the correctional system. In October, the state building commission approved $15 million for planning. But once that is spent, absent further action, the work will stall, Evers said.

“We have to get this across the finish line,” he said.

Wisconsin Watch is a nonprofit and nonpartisan newsroom. Subscribe to our newsletters to get our investigative stories and Friday news roundup. This story is published in partnership with The Associated Press.

Gov. Tony Evers urges Wisconsin Legislature to act on his key priorities in his final year is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

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Anticipated spikes in demand for energy to supply Wisconsin’s data center building boom come on the heels of decades of declining power and water use, according to a new report.

A Wisconsin Policy Forum analysis shows there are more than 40 data centers operating in Wisconsin with another four planned. The sprawling facilities host computer servers, which store data and support a global surge in the use of artificial intelligence.

The data center building boom has been met by local opposition groups concerned about the facilities’ resource needs. But the Policy Forum report shows it’s all happening after years of declines in demand for electricity and water.

Using projections submitted to the Wisconsin Public Service Commission by utility companies, the Policy Forum estimates the state’s peak electrical demand is expected to increase to around 17 gigawatts by 2030, driven largely by data centers. In 2024, Wisconsin’s peak demand was rated at 14.6 gigawatts. Over the past 20 years, total electricity sales have fallen by 9% over the past 20 years.

Wisconsin Policy Forum Senior Research Associate Tyler Byrnes told WPR a big part of the decline since 2005 is due to fewer commercial customers paired with more energy efficiency measures. He said during that span, utilities have pulled aging, coal-fired power plants offline and shifted toward more renewable energy. 

“Into that landscape, now we’re seeing these really big data centers come online,” said Byrnes.

Some utilities in Wisconsin are expected to seek state permission to build new power plants or expand existing ones to meet the data center demand. Byrnes said that will bring a need for more transmission lines, though local impacts will vary depending on where the data centers are located.

The Policy Forum’s analysis shows most existing facilities are in south central and southeastern Wisconsin. With other large-scale data centers planned for more rural areas like Beaver Dam and DeForest, he said utility companies may need to build out more infrastructure.

Wisconsin water demand has fallen for decades. Will data centers impact rates? 

Another major concern raised during the data center debate is the facilities’ hefty water demands.

Opponents have complained that developers haven’t been transparent about how much water they’ll need to cool computer servers. In September, environmental advocates sued the city of Racine to force the release of projected water needs of a $3.3 billion data center campus located at the former Foxconn site in Mount Pleasant. The city released figures showing the project will need more than 8 million gallons of water per year. 

To put that into context, the Policy Forum looked at historical water sales reported by the Racine Water Works, which will supply the Mount Pleasant data center project. Between 1997 and 2022, the utility saw water sales decline by 2.1 billion gallons annually. Byrnes said that taken as a whole, the demand for water from data centers is “a drop in the bucket” in a lot of cases.

As with electrical demand, Byrnes said water demand has decreased due to fewer industrial customers and increased efficiency efforts. Because cities like Racine still need to maintain the same level of infrastructure, which is more expensive due to inflation, the revenue from each gallon of water sold has to be spread further. That means potential rate increases.

Byrnes said data centers have been turning to closed-loop cooling systems, which use less water, but cities like Racine would still be selling more water, which would help cover fixed infrastructure costs. 

“Potentially, it could maybe blunt some of the (water rate) increases,” Byrnes said. 

DeForest, other local governments grapple with data center proposals

With the rise in data center developments in Wisconsin, local governments and state lawmakers are working to figure out how to regulate them.

The DeForest Village Board recently took no action on a citizen petition calling for referendum votes before any data center project could be approved.

In Menomonie, the city council voted to restrict where and how data centers can be built months after the mayor halted a $1.6 billion proposal. A similar zoning ordinance is being considered in the city of Jefferson.
 
At the same time, Republican and Democratic state lawmakers have proposed different ways to regulate data centers. One GOP bill is aimed at ensuring data centers and not other customers would pay for any required improvements to the state’s power grid. The Democratic bill is aimed at requiring data centers to get the bulk of their power from renewable sources.

This story was originally published by WPR.

Data center boom follows decades of declining electricity and water use in Wisconsin is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

One of Microsoft's top executives said he would support a new state law to regulate and set standards for data center developments across Wisconsin. 

The post Microsoft president says he would support a Wisconsin law to regulate data centers appeared first on WPR.

The former president and CEO of an Oneida Nation group of small businesses has been ousted following fallout over one company’s contracts with Immigration and Customs Enforcement.

The post Head of Oneida Nation’s business group replaced over ICE contracts appeared first on WPR.

Two proposed changes to the state constitution — one involving DEI, the other related to public health orders — could be heading to voters in November, after they passed out of the Wisconsin Assembly Tuesday.

The post Wisconsin Assembly advances constitutional amendments on DEI, public health orders appeared first on WPR.

Hours after Gov. Tony Evers unveiled his priorities for his final year in office, Republicans — who control the Legislature — effectively rejected one of his biggest asks.

The post Republicans trade blame with Evers for rising property taxes appeared first on WPR.

Madison officials want to stop large data centers from being built in the city — at least temporarily. A proposed ordinance would halt data center construction for up to year.

The post Should Madison hit pause on data centers? Residents to weigh in. appeared first on WPR.

The Wisconsin Institute for Law & Liberty filed a civil rights complaint against the University of Wisconsin-Madison on behalf of conservative students on campus. 

The post Federal civil rights complaint against UW-Madison filed over scholarships appeared first on WPR.

For more than 80 years, high schoolers in Pulaski have been bringing local news to a community that would otherwise be a “news desert.”

The post High schoolers in a rural Wisconsin village have kept local news alive for generations appeared first on WPR.

The new Dietary Guidelines end the previous recommendation of up to two drinks per day for men and one drink for women, in favor of a much simpler message: "Consume less alcohol for better overall health."

The post Wisconsin health experts hope new federal guidelines will lead to less drinking appeared first on WPR.

The companies improperly accessed and monetized nearly 300,000 patient medical records from Epic users, according to Epic. 

The post Epic, health care providers sue over alleged misuse of patient records appeared first on WPR.

The first School Transportation News webinar of 2026 started strong by sharing perspectives of two industry veterans on four hot trends in student transportation.

Unifying the Tech Ecosystem

Keba Baldwin, director of transportation and central garage for Prince George’s County Public Schools (PGCPS) in Maryland and the STN Transportation Director of the Year, said that having a unified tech stack has helped him be proactive on safety rather than reactive. Building staff capacity to accept and use the technology has been a challenge, but once team members are on board, they also see the benefits, he added.

“Having disparate platforms can cause tension,” agreed Alfred Karam, who returned as interim director of transportation for Shenendehowa Central School District (CSD) in New York after retiring in July 2024.

Baldwin and Karam shared how data results in more accurate reports and improved driver performance.

“All these tools help us be more efficient and save time,” Karam noted.

When implementing multiple technology systems, he advised doing so slowly and ensuring each aspect is accompanied by thorough training.

Meanwhile, PGCPS’s bus tech stack was recently rolled out slowly across each of the 12 bus depots, Baldwin said. He is focused on making sure everything works as it should. Importantly, each department from transportation to classrooms to administration was involved in the process, in order to support it.

Overcoming the Labor Crisis

When lacking a centralized hiring department, as is the case for Shenendehowa CSD, Karam said he actively requested district help on getting the word out through emails and hosting “test drive a bus” events, so the spotlight is constantly on recruitment.

PGCPS does have a hiring department, which Baldwin said he works closely with. He also offers both paid training and bonuses.

Onboard school bus tablets make the job easier for new drivers but are not as readily accepted by older drivers that make up most of his workforce, Baldwin noted.

The average age of drivers at PGCPS is 50, and at Shenendehowa CSD it is 56. Technology acceptance and comfort level are important considerations, commented Craig Berndt, business segment manager of people transportation for webinar sponsor Geotab.

Karam stressed the importance of framing bus technology to supporting and improving driver skills rather than simply blaming drivers.

In response to an attendee question on how many drivers quit during their probationary period, both directors said that keeping a recruit throughout the training process likely ensures they will stay with the district for some time.

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Related: School District Directors Share Strategies for Transporting Students with Disabilities
Related: (STN Podcast E280) Nuts and Bolts: Transportation Director of the Year Talks Data-Focused Oregon Ops
Related: (STN Podcast E283) Onsite at TSD 2025 (Part 2/2): Solution-Driven Partners + TD of the Year Interview
Related: Magician Teaches Transportation Directors About Connection at STN EXPO West
Related: Pasco County Schools Rolls Out New Cash Incentives to Tackle School Bus Driver Shortage

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Balancing ZEV Mandates and Budget

PGCPS had 20 electric buses and several mobile propane-powered chargers when Baldwin joined the district. The district has since canceled the planned on-site infrastructure due to cost concerns. Baldwin therefore advised ensuring local utilities can handle the electricity demand as well as training all staff in case of potential emergencies. He said the World Resources Institute’s Electric Bus Initiative has helpfully provided templates and information on funding.

“We do have areas where EVs can be beneficial and other areas where they won’t be beneficial,” he noted.

The 2035 electrification mandate is still in effect in New York, which meant Karam had to quickly familiarize himself with the related jargon, organizations and procedures. He shared often-overlooked aspects of the conversation such as changing bus purchasing processes. Buying the bus is the last piece of the puzzle, after planning and infrastructure is in place.

He additionally underscored that chargers must be maintained as much as the buses themselves. Also, securing additional charging capacity requires heavy construction and miles of wires brought in – it is not as easy as calling a supplier to bring over extra gallons of diesel fuel, he quipped.

Karam shared that Shenendehowa runs only four out of six electric buses due to utility electricity caps.

Harnessing the Power of AI

AI is more than just a conversation with ChatGPT, Berndt declared. He said Geotab is focused on utilizing it to save human time by gathering data and making predictions on the likelihood of collisions or bus failures, which a human can then make decisions on.

“Everything we do has an AI component,” Baldwin declared. “What we have to do is embrace it and break it down into areas where we can apply it.”

He added that AI helps develop driver scorecards visible to him and his drivers, who then know specifically what to improve on.

“AI is in our hands already,” Karam agreed. “Safety is going to shift from being incident-driven and reactive to being pattern-driven and predictive.”

He shared that he used AI to crunch numbers rather than spending hours working manually with data from routing software. He related how AI-driven tools discovered that some drivers falling asleep at the wheel had sleep apnea.

Rather than stealing jobs and replacing humans, Karam said he sees AI “as a game changer and force multiplier as it matures and is adopted within the transportation system.”

Berndt gave listeners tips to make sure the AI model they are training is secure, so sensitive information stays safe.

Watch the webinar on demand.

The post Student Transportation Veterans Discuss 2026 Hot Industry Trends appeared first on School Transportation News.

The era of all-electric performance cars from BMW M is nearly upon us. For years, the brand has been feverishly developing its next generation of cars and has confirmed that the first of these new models, the electric M3, will debut in 2027.

BMW isn’t officially calling the prototype shown here the Electric M3, or even the i3 M, though both names might seem like logical picks. If we had to guess, the latter feels like the more likely direction.

What Powers the Neue Klasse M?

At the center of all future electric models from BMW M, starting with the M3, will be an innovative powertrain based on the sixth-generation technologies found across the standard Neue Klasse family. At the front axle, there will be two motors, while at the rear, there will be a further two motors, each of which drives a single rear wheel.

Read: BMW’s Electric M3 Might Be Silent, But It’s Built To Make You Scream

BMW isn’t yet ready to reveal how much power its quad-motor system will produce, but don’t be surprised if future EV Neue Klasse models have four-digit horsepower ratings.

The motors are arranged in parallel, delivering power to one gearbox per wheel. Each of the two drive units also incorporates an inverter. The motors also allow for the precise control of power and torque at each wheel, creating what BMW says is a driving experience “that has never been achieved before.”

Supplying the motors will be a 100 kWh battery pack using BMW’s latest cylindrical cells. Driving ranges will obviously vary depending on the model, but the brand notes the pack has been designed to withstand the rigors of racetrack use. To offset some of the hefty weight of the electric powertrain, these electric M models will include lightweight natural fiber components.

Rear-Drive When You Want It

In news that will no doubt please hardcore driving enthusiasts, M says the front axle can be fully decoupled, turning its models into rear-wheel-drive beasts. Switching into RWD will also improve efficiency and boost driving range, so you can save the planet and spin up the wheels at the same time.

Channeling Hyundai’s Playbook

This isn’t where the driver-focused features will end. Much like the Hyundai Ioniq 5 N, electric M Neue Klasse models, like the M3 EV, will include simulated gear shifts and a special soundscape, aiming to add some emotion into the EVs, which are often void of excitement.

The ’Heart of Joy’ high-performance control unit will control all driving-related processes, like control of the wheels and the steering, operating alongside four high-performance computers. To put it simply, M’s Neue Klasse models will be tech fests aiming to put the driver at the center of the experience.

European buyers might soon get another shot at the Jeep Wrangler, after the model was recently discontinued across the continent. You’ll still find it at dealerships through the first half of 2026, but only what’s left in stock. After that, buyers will have to wait for Jeep to introduce the next-generation model.

More: Stellantis Quietly Kills Its Plug-In Hybrids In America

Jeep recently stopped taking new orders the current Wrangler in Europe, including the UK, because it no longer complies with updated GSR2 safety regulations. These require modern driver-assistance and monitoring systems, which the Wrangler lacks, along with updated cybersecurity protections.

On top of that, emissions played a role in its departure. The turbocharged 2.0-liter GME-T4 inline-four used in European models emits up to 269 grams of CO₂ per kilometer, putting it in the same category as some high-performance V8 SUVs. The fact that Jeep discontinued all hybrid variants in the US, probably didn’t help either.

It may be gone for now, but it won’t be gone forever.

Next Chapter in Sight

According to Jeep UK managing director Kris Cholmondeley, the current model has been “a victim of regulation” and he is confident there will be “another incarnation down the line.”

“I’ve had chats with the head of Europe and the head of the global team,” Cholmondeley told Auto Express. “I think we’re all aligned that we’d like to see it back – that’s what I would say. What and when? I don’t know. I honestly don’t know if it could come back as plug-in hybrid or full-electric. I just know the brand; it’s got such heritage, it seems silly to lose that.”

Lessons from the Defender

Although limited details are known about the next-generation Wrangler, it will almost certainly lean heavily on electrification with plug-in hybrid versions, and perhaps even an EV. Cholmondeley is hopeful that Jeep can replicate what Land Rover has done with the new Defender, making a future generation of the Wrangler more refined, while still retaining the off-roading abilities that have made it so iconic.

“Look at [the Land Rover] Defender,” he said. “If you can take something like a Wrangler and have a little bit of refinement, but still keep its personality, you see the hundreds [of sales] going to thousands, don’t you?”

Read: Jeep’s New Special Edition Looks Like It Borrowed A Bronco’s Sunday Best

While the Wrangler is one of Jeep’s most iconic models, the British director said the brand can retain an important presence in Europe, even without it in its range.

“Wrangler has been an enduring icon, but it has always been niche. That’s lovely for the heart – [but] in terms of the ongoing viability, a good brand can die by being too niche and not having a broader commercial appeal,” he told Autocar.

“Our job is to protect the core and the spirit and broaden the appeal. So I love Wrangler and everything it stands for, but I also love Avenger and Compass. They’ve got all that Jeep DNA running through them, but they’ve got much broader appeal.”

Tesla has introduced a new seven-seat version of the facelifted Model Y Premium. It’s available exclusively on the all-wheel drive Premium variant and costs an additional $2,500.

While the company hasn’t provided specifics on the fold-flat third row, it appears nearly identical to the setup found in the pre-facelift Model Y, meaning it can accommodate two small children at best. Unfortunately, they won’t find much back there besides two cup holders and some armrests integrated into the cargo area.

More: Tesla’s Model Y L Gets Bigger And Pricier With New Six-Seat Layout

Pricing starts at $51,490 and the vehicle has an EPA-estimated range of 327 miles (526 km). The crossover can also accelerate from 0-60 mph (0-96 km/h) in 4.6 seconds, before hitting a top speed of 125 mph (201 km/h).

In other news, Tesla revealed all Premium and Performance variants will now come equipped with a black headliner and a larger 16-inch infotainment system. That’s up slightly from the previous 15.4-inch display.

Tesla didn’t mention additional changes, but reports suggest the model also gains matte black badging and a new 20-inch wheel design. The latter are known as the Helix 2.0 and they cost $2,000. Unfortunately, the titanium colored wheels lower the range of the aforementioned all-wheel drive Model Y Premium to 303 miles (488 km).

California California is moving to jumpstart electric vehicle momentum in the wake of the now-vanished $7,500 federal tax credit, and it’s bringing serious money to the table. To keep buyers engaged and support EV adoption, the state plans to introduce a new point-of-sale incentive designed to lower the upfront cost of electric vehicles right at the dealership.

The centerpiece of Governor Gavin Newsom’s newly unveiled $348.9 billion state budget proposal includes a one-time $200 million allocation for a point-of-sale rebate program targeting light-duty zero-emissions vehicles. Specifics are still under development, including how many rebates will be offered and which vehicles will qualify.

Next Phase of the EV Push

“Despite federal interference, the governor maintains his commitment to protecting public health and achieving California’s world-leading climate agenda,” California Air Resources Board spokesperson Lindsay Buckley said. “This incentive program will help continue the state’s ZEV momentum, especially with the federal administration eliminating the federal EV tax credit and carpool lane access.”

Read: California Won’t Replace $7,500 EV Tax Credit as Newsom Accuses GM of Selling Out

Car buyers in California rushed to snag new EVs in the third quarter of last year before the tax credit expired. Indeed, a record number of 124,700 zero-emission vehicles and plug-in hybrids were purchased across the state between July and September, the highest number on record. Predictably, sales tapered off in the fourth quarter once the credit was gone.

It’s not just consumers who will be pleased to hear California has incentives up its sleeve. Back in September, a group of automakers including Honda, Hyundai, VW, Audi, and Rivian sent a letter to Governor Newsom, urging the state to create a $5,000 EV rebate to offset the loss of the federal incentive previously scrapped under the Trump administration.

An incentive program won’t just benefit the hip pockets of locals. As reported by the LA Times, transportation is the largest source of climate and air pollution in California, so the more zero-emissions vehicles that can be sold there, the cleaner the air will become.

Also: California Flips On Immigrant Truckers, And Now Washington Wants Payback

Governor Newsom added that the state “refuse[s] to be bystanders” as China and other countries lead the industry’s shift to EVs.

“We must continue our prudent fiscal management, funding our reserves, and continuing the investments Californians rely on, from education to public safety, all while preparing for Trump’s volatility outside our control,” he said. “This is what responsible governance looks like.”

New vehicle prices traditionally peak in December, but last month they really boomed, the average transaction price (ATP) in America reaching an all-time high after breaking the $50,000 barrier for the first time in September of 2025. And it was trucks, appropriately enough, that did the heavy lifting.

Kelley Blue Book says the average transaction price for a new vehicle climbed to $50,326 in the final month of 2025, up 0.8 percent year on year and up 1.1 percent from November. Americans’ desire to put a pickup on their driveway helped fuel that growth, with drivers splurging a staggering $15 billion on full-size trucks in December alone.

Related: Woohoo! We Found A New Honda Prelude With A Discount

Jumbo pickups including the Ford F-150 and Chevy Silverado had an averaged price of $66,386 in December, according to Cox Automotive’s data, that average a modest 1.9 percent higher than the previous December. But over 233,000 of them were sold, turning the segment into a kind of economic leaf blower that pushed the entire industry’s average higher.

Choosing luxury

That truck performance confirms that average prices aren’t simply rising because everything naturally gets more expensive, even when inflation is low. They’re rising because buyers are choosing more expensive stuff. Nearly 20 percent of shoppers went for luxury rides in December, according to Cox and that doesn’t even include high-end trucks, which increasingly behave like luxury vehicles with bed liners.

Transaction Price Versus Incentives

December’s $50,326 ATP, by the way, reflects what buyers are actually paying at the dealership. It wasn’t the only number to hit a new high. The average new-vehicle manufacturer’s suggested retail price (MSRP), often referred to as the “asking price,” also set a record last month, reaching $52,627. That figure is 1.2 percent higher than it was in December 2024. Notably, the average MSRP has stayed above $50,000 for eight straight months.

The industry average incentive rose to 7.5 percent of transaction price, higher than November but lower than last year and far lower than pre-covid levels. That means the sticker shock is real regardless of the difference between ATP and MSRP.

“We typically see elevated prices in December, as the market delivers a strong mix of high-end and luxury vehicle sales,” said Cox Automotive Executive Analyst Erin Keating. “It’s important to remember, the Kelley Blue Book ATP is a reflection of what was sold in a given month, not what is available. Last month, nearly 20% of shoppers bought luxury, a peak for 2025 – and that doesn’t include the volume of high-end pickups that were snapped up by affluent shoppers.”

Big EV Incentives

On the electric front it was a mixed bag, which is hardly surprising given how much uncertainty tariffs and the loss of tax credits has injected into a segment whose growth has slowed. Average EV transaction prices dipped slightly from November but stayed higher than a year ago at just over $58,000 on average.

But much more generous incentives – a record 18 percent, more than twice that for combustion cars – must have played a big role in pushing monthly electric sales above 84,000 units in December. That last figure is the best since credits were axed in September, but 2025’s total EV sales of around 1.28 million is down 2 percent on 2024, Cox analysts say.

Average Transaction Price by segment

Average Transaction Price by automaker

Average Transaction Price by brand

Update: We reached out to Honda for clarification on whether its new logo will appear solely on electrified vehicles (EVs and hybrids) or across all models, including gasoline-powered ones.

“Honda has announced that the new H-Mark will be applied to EV/HEV models launched after 2027,” a US spokesperson told us. “Honda has no details to share regarding gasoline models at this time.”

Honda is preparing for a small but symbolic shift in its visual identity as it steps deeper into electrification. The company has announced that a newly designed emblem will begin appearing on its electrified production vehicles and across other areas of its automotive business, including dealerships and motorsport divisions.

More: Prelude, Type R And CR-V Get Sporty HRC Makeovers, And Honda Didn’t Stop There

The classic H mark has been reimagined with a simplified, borderless design and will make its production debut on future electric vehicles and next-generation hybrids beginning in 2027.

Which Models Get It First?

The new logo made its first appearance on Honda’s 0 Series concepts, revealed in early 2024. The first production model expected to wear it is the 0 SUV, which will be built in Ohio. That vehicle was originally slated to launch in 2026, although the first confirmed use of the new badge is now set for 2027.

Following the 0 SUV, Honda will introduce the closely related 0 Saloon, which also features the illuminated emblem. A third vehicle, the compact 0 Alpha SUV, is being developed as a global model, with particular attention to the Japanese and Indian markets.

Alongside its all-electric lineup, Honda has confirmed the emblem will appear on a series of new hybrids as well. Between 2027 and 2031, the company plans to roll out 13 new vehicles featuring an updated version of its e:HEV hybrid system. The revised setup promises better efficiency, stronger performance, and tighter integration of components.

More: Next CR-V And Civic Hybrids Borrow A Trick From The Prelude To Feel Fun Again

This means the Prelude coupe and the upcoming Super-One hatchback could be among the final new models to carry the current emblem, unless Honda opts to retrofit them with the new badge as part of future model year updates.

While there is no mention of future ICE-powered products, Honda has confirmed that the new branding will be “rolled out gradually across automobile models and other business areas” such as dealerships, communications initiatives, and motorsport activities.

The H mark has served as Honda’s signature since 1963, with previous redesigns arriving in 1969, 1981, 1991, and 2001. The latest version, inspired by the image of two outstretched hands, is intended to symbolize a “second founding” for the brand as it moves through a period of transformation.