BMW used the 24 Hours of Le Mans to introduce the electric M Neue Klasse concept. However, the next-gen M3 isn’t going electric-only.

In an interview, BMW M CEO Frank Van Meel confirmed the next-generation model will be offered with a version of the company’s updated twin-turbo 3.0-liter straight-six engine that complies with Euro 7 emission standards. Announced last month, the mill uses BMW M Ignite technology to burn cleaner and more efficiently.

More: BMW M Found A Way To Make The M3 And M4 Greener Without Touching Power

The engine will appear in the current M3 and M4 next month, while the M2 will get it in August. However, Van Meel told PistonHeads it will also be used in the next-generation of performance cars.

As he said, “Our motorsport-derived-tech M Ignite Euro 7 S58 comes out this year, so I can say that it will survive to go into our future M cars.” He added, “It won’t be hybrid as we’re sticking with the perfect combustion principle.”

That being said, the ICE-powered version of the next M3 will have mild hybrid technology. However, it won’t follow in the footsteps of the M5 and be a plug-in hybrid. That’s good news, because the latter super sedan has packed on the pounds thanks to a beefy 22.1 kWh battery pack.

Furthermore, despite earlier reports, Van Meel suggested a manual transmission is a possibility as he said “We want to do it for the driving emotion.” This shouldn’t be too surprising as it sounds like the upcoming model will effectively have a carryover powertrain.

The report also suggested the upcoming electric variant might not be called the i3 M as many expected. This could make things confusing, but the company reportedly wants people to know the EV is a ‘proper’ M3. Speaking of which, Van Meel said “The EV won’t just be the quicker car in a straight line, it’ll be faster around a track too.”

Aside from the next-generation M3, the executive revealed they’re “dreaming” about an M1 successor and a production model is “entirely possible.” However, he added that “you have to have the production capacity” to build it.

BMW’s next-generation X5 is almost ready for prime time, and the latest details suggest the Bavarians aren’t holding anything back. Ahead of the SUV’s official debut this year, BMW has released fresh images of a disguised prototype and confirmed several key details, including an absolutely massive battery for the first-ever electric iX5 and a debut date for the hydrogen model.

While BMW’s recently unveiled iX3 was the first model built on the company’s dedicated Neue Klasse EV architecture, the iX5 takes a different route. Like the i5 sedan, it rides on an updated version of BMW’s CLAR platform, allowing the automaker to offer combustion, plug-in hybrid, electric, and even hydrogen powertrains within the same model family.

Related: BMW’s Electric M3 Concept Stands Next To The E30 And Hopes You Approve

Despite sticking with a multi-energy platform, the electric X5 still benefits from much of BMW’s latest EV technology. The iX5 uses sixth-generation eDrive hardware, an 800-volt electrical system, and the same cylindrical battery cells featured in Neue Klasse products. It’ll also support charging speeds of up to 400 kW.

The headline figure, however, is the size of the battery itself. BMW says the iX5 60 xDrive will come with a 144 kWh (net) power pack in North America and a 141 kWh unit in Europe, making it the largest battery ever fitted to a production BMW EV. Expect a less powerful model with a smaller battery to join it later.

BMW hasn’t announced an official range figure, but the numbers are sure to be impressive. The smaller and lighter iX3 is rated at 500 miles (805 km) of WLTP range, so the iX5 60 should comfortably exceed 400 miles (644 km) on paper, and deliver a real-world driving range that could easily top 350 miles (563 km) despite a likely 6,600+ lbs (3,000 kg) curb weight.

Power Bump For The X5 40

Powertrain details for much of the lineup have also been revealed. ICE buyers will be able to choose from the 3.0-liter X5 40 xDrive with 395 hp (400 PS) – that power figure up from today’s 375 hp (380 PS) – or the X5 50e xDrive plug-in hybrid with an unchanged 483 hp (490 PS). The new, bi-motor electric iX5 60 xDrive pumps out 570 hp (578 PS / 425 kW).

BMW also confirmed that the first production hydrogen-powered model in its history will arrive in 2028 as the iX5 Hydrogen. The fuel-cell SUV will use a new flat storage tank system designed to maximize packaging efficiency while allowing it to be built alongside other X5 variants on the same production line. A diesel will be available in Europe at some point for buyers skeptical of what they might consider new-energy nonsense.

Neue Klasse Style And Panoramic IDrive

Although the X5 and iX5s aren’t built around BMW’s Neue Klasse platform, they will get the same design language showcased by the iX3 and i3 sedan, including the flush grille and integrated headlights. As before, double wishbones are stashed under the front arches, but this time BMW will supply wheels up to 23 inches. The hybrids and EV get the option of an adaptive system with air springs, four-wheel steering, and active roll control.

Inside, you’ll find a four-spoke steering wheel, Panoramic iDrive display, and tablet touchscreen. We first saw that setup on the iX3, then the i3, but it has since been rolled out to the updated 7-Series, and is headed for the facelifted 5-Series soon.

BMW

Peugeot is honoring the 100th anniversary of its first participation in the 24 Hours of Le Mans in 1926 with a series of special editions across its entire car and SUV lineup.

The Peugeot 24 Hours Le Mans edition will be available for the 208 hatchback, the 308 hatchback and estate, the 408 fastback, as well as on the 3008 and 5008 SUVs. In other words, only the Rifter and Traveller vans escape the special treatment.

More: Peugeot’s First Electric GTi Does 62 MPH In 5.5 Seconds For Under €43,000

The special editions will be based on the high-spec GT trim of the respective models. The full lineup appeared on an official teaser one year before their commercial launch, which is scheduled for the 2027 24 Hours of Le Mans.

Peugeot promises “unique” styling touches and a combination of “elegant black” with the signature blue hue of the illustrious race. Still, we can’t spot any differences with the GT variants of the existing models in the dark teaser.

Peugeot

Phil York, head of Peugeot Marketing and Communications, spoke to Auto Express about the upcoming specials. He said that the Le Mans edition is a “different package” compared to the GTi, but claims it will bring “some real value to the customer”.

More: Peugeot’s Next Flagships Are Being Designed For China Whether Europe Likes It Or Not

While the official announcement focuses on the styling aspect of the special editions, the official said, “We won’t make it design only, it has to be the full package. We want technology!”

The equipment and powertrain lineup of the upcoming models will be announced on a later date. However, chances are they will be based on the plug-in hybrid or electric variants of each model, which usually have the highest output.

What Happened At Le Mans This Year?

The announcement lands right on the heels of the 94th edition of the 24 Hours of Le Mans. Toyota Racing returned to the top step of the podium with a stellar 1-3 finish, with BMW M in second place and Cadillac taking fourth. It was a weekend of high drama that saw the end of Ferrari’s three-year winning streak, with the sole surviving 499P Hypercar crossing the line in fifth, just ahead of the Alpine A424. Meanwhile, the updated Peugeot 9X8 hybrid hypercars secured the 11th and 12th positions.

Amazon delivery drivers across the United States have, according to prior reporting and driver accounts, described pressure to meet demanding quotas and the presence of in-van AI cameras that monitor driving, but the challenges don’t stop there. According to a new report, the new electric delivery vans cut the air conditioning when the rear sliding door is left open while drivers step out to deliver a package, potentially posing risks for those working in hot climates.

Several drivers have revealed that the latest Amazon delivery vans, built by Rivian, have been updated to turn off the A/C if the sliding rear door is left open for more than 30 seconds. That’s a nuisance given that workers are always stopping, getting out, and delivering packages, often hundreds of times during a shift, and may open the door repeatedly on a single block.

Read: Rivian Van Owners Are Learning A Small Habit Can Lead To A Big Problem

After finding multiple reports of drivers complaining about the issue, 404Media reached out to Amazon seeking clarification about the recent software update. According to the retail giant, the A/C is only turned off if the sliding rear door is left open for 30 seconds.

Amazon Has Its Say

“Rivian recently released a software update for Electric Delivery Vehicles that actually extends climate control for drivers,” Amazon said. “As a result, the AC now runs for up to 10 minutes after a driver exits the vehicle, ensuring a cool cabin when they return. The timer resets at every stop. The AC only shuts off if the driver’s sliding door is left open for more than 30 seconds — a battery conservation measure.” 

In all likelihood, Amazon doesn’t want drivers wasting power by blasting the A/C while the sliding door is open, letting hot air into the cabin. Nevertheless, it would be frustrating for drivers, particularly if they park in one spot and have to deliver multiple packages to one block at the same time, perhaps forcing them to open and close the sliding door repeatedly, or risk the air conditioning switching off.

Will Amazon do anything to address the complaints? It remains to be seen, although Amazon does note its newer Rivian delivery vans also include ventilated seats to help drivers during the summer.

Update: After publication, Amazon contacted Carscoops to note that its delivery drivers are employed by Delivery Service Partners, which set their own routes, and to clarify that its in-van safety cameras record no audio, are reviewed only by trained personnel after a specific safety event rather than monitored in real time, and can be switched off during breaks.

Just a few short years ago, some car buyers were up in arms that new vehicles from some of the industry’s biggest names no longer shipped with AM radio. As it turns out, it’s not just AM radio that’s at risk of going extinct, as even FM radio is being omitted from some new vehicles.

Among the first new cars not to ship with a basic FM radio are the entry-level versions of the Tesla Model 3 and Model Y, and it appears that the new Rivian R2 also comes without it. An image recently snapped from the R2’s owner’s manual notes that while it offers a slew of different media sources, FM radio is not among them.

Read: Rivian Won’t Add Buttons Back, Says You Should Talk To Your Car Instead

The closest thing offered with the R2 is the ‘Rivian Digital Radio,’ powered by iHeartRadio. The typical service provided by iHeartRadio combines digital radio with the ability to tune in to terrestrial FM and AM, and Rivian’s solution presumably does the same. However, iHeartRadio requires cell coverage, so it will probably be useless for Rivian R2 owners looking to venture into the wilderness where they cannot access the internet.

Cost-Cutting?

R2 Doesn’t have FM/HD Radio
by u/AdamUCF in Rivian

The manual notes that the R2 also supports Apple Music, Audible, Spotify, Tidal, and TuneIn, but all of these require the Connect+ package or a personal Wi-Fi hotspot. TuneIn operates similarly to satellite radio, providing access to live feeds from over 100,000 local radio stations, but, of course, it requires an internet connection.

News of the R2’s lack of FM radio doesn’t appear to have gone over well among owners on Reddit, with several saying the absence of this feature alone is a deal-breaker. We’ve reached out to Rivian seeking additional information about the lack of FM radio and why it hasn’t been included in the R2 and will update this story when we hear back.

The powertrain the industry left for dead is back, and two of Europe’s biggest names want to lead the revival. Both Ford and Renault see range-extender EVs as important powertrain options for the European market, and as legacy automakers throw their weight behind the technology, expect rivals to follow.

The technology isn’t new. The first mass-market EREV was the Chevrolet Bolt, launched back in 2011, followed a few years later by the BMW i3. However, after BMW dropped the EREV i3 in favor of an all-electric version, extended-range EVs largely disappeared as car manufacturers shifted focus to hybrids and battery-electric models. That was until Chinese brands brought EREVs back into the mainstream during the pandemic, and now legacy brands are starting to see their appeal.

According to Ford’s European head Jim Baumbick, “these vehicles can bring about a fundamental change” in the local market. Ford is already working to bring a dedicated version of the Bronco to Europe and planing several EREV, plug-in hybrid, and traditional hybrid models.

Read: Ford’s European Bronco Won’t Be Fake-Tough, But It Won’t Be A Real Bronco Either

“Electric vehicles are of course part of our portfolio, but the broader spectrum of electrification – from full hybrids to plug-in hybrids and next-generation EREVs – will play a very significant role,” Baumbick told German publication Automobilwoche.

Ford And Renault To Partner On EREVs?

Ford introduced an EREV version of its Chinese Bronco last year, fitted with a 1.5-liter turbocharged engine and a sizeable 44 kWh battery pack. It’s unclear whether the company will import this powertrain to Europe or develop a new one for the local market. One possibility would be to deepen its partnership with Renault, which is also investing heavily in EREVs.

Renault’s chief executive François Provost says the company’s EREVs could offer all-electric driving ranges of up to 124 miles (200 km) and will be especially well-suited to larger vehicles.

“For large vehicles, it makes sense to use plug-in hybrids or range extenders, because it’s completely insane to have 2.5 or 2.7-ton cars driving through city centers every day,” he said.

Work still needs to be done to win over buyers and to ensure those who own EREVs actually use them properly. Baumbick argues that[Europe needs to do a better job promoting charging for PHEVs and EREVs, with studies showing that many owners don’t plug in and rely mainly on the combustion engine.

Washington, D.C. – The Trump administration has voluntarily dismissed its own appeal in a lawsuit challenging Donald Trump’s executive order banning wind project development in the United States. This effectively ends the unlawful, sweeping ban on wind power.   Attorneys General from 17 states and Washington, D.C. challenged this executive order last year. Public interest groups …

The post Donald Trump Retreats from Lawsuit Challenging Illegal Wind Ban appeared first on Alternative Energy HQ.

We can’t stop the fact that our world is changing rapidly. The question is, who will adapt to this new normal and who will be left behind? AI is accelerating at a blistering pace, and so is the movement of electrification, autonomous vehicles and robotics.

Last month, I sat in the audience at ACT Expo in Las Vegas for a fireside chat with Rivian CEO and founder R.J. Scaringe. My wheels were spinning as he described a future that will surely impact the direction of school transportation.

He laid out a vision for the future over the next decade, predicting a significant share of both passenger and commercial vehicles becoming electric, deeply connected, software-defined, and increasingly capable of driving themselves.

“If you’re a large-scale vehicle manufacturer, consumer or commercial, and you don’t have a connected, highly intelligent platform running the vehicle’s software and electronics, and the vehicle lacks self-driving capability, it’s hard to imagine holding market share by 2035,” he told the audience.

School buses always trail the commercial trucking market when it comes to adopting new technology. But many of the connectivity, safety and efficiency tools now standard on big rigs eventually make their way to school buses. The same pattern is likely to be true with autonomy and advanced driver assistance systems.

I believe a world with fully driverless school buses transporting students are decades away, even further without an adult on board. But that doesn’t mean autonomy has nothing to offer us. The chance to redeploy school bus drivers from a pure vehicle operation standpoint into a dedicated safety or behavioral enhancement role is an interesting concept.

We’ve known for years that onboard student behavior is one of the leading reasons why school bus drivers leave the profession. Many drivers cite a lack of support from administration when incidents occur. If autonomy (or even advanced driver assistance features) can safely handle more of the driving task on certain routes, districts could reimagine the driver’s job as a mobile safety aide. Someone whose primary focus is managing the students, de-escalating issues and supporting mobile learning and still operate the vehicle in a pinch.

That shift could meaningfully ease the massive driver shortage we’ve been suffering from while improving the onboard student experience and safety. During the ACT Expo discussion, Scaringe also talked about his new robotics company, Mind Robotics, which is exploring AI-powered, human-like robots for industrial settings using real factory data from Rivian. Could school bus OEMs re-imagine how they build school buses in the foreseeable future?

I invite you to join us at STN EXPO in Reno, Nevada on Sunday, July 12, as we assemble key school bus OEMs. They will share how they see AI, robotics and connected school buses impacting school transportation operations. The promise of AI route planning systems is closer to being realized than you think. Imagine continuously learning from every bus in the fleet and from the broader connected-vehicle ecosystem around them.

We’ve discussed this concept at STN EXPO in the past as passenger cars, school buses and connected cities interact for improved safety and efficiency.

Imagine a future where a robot or automated safety system safely stop traffic at a busy intersection so students can cross, while a safety aide stays focused on the children boarding or exiting. These aren’t science-fiction scenarios. They’re logical extensions of the connected, data-driven world Scaringe and others envision.

School transportation has never been just about moving kids from point A to point B. It’s about safety, equity, reliability and supporting the people who do the hardest part of the job every day. The technologies Scaringe outlined, electrification, connectivity, intelligence and autonomy won’t replace that human element. Done right, they can strengthen and supplement it.

The sky has always been the limit in this industry. Now, the technology is finally starting to catch up with the ambition. I can foresee a higher adoption of electric school buses as a biproduct of this rapidly evolving
technology environment, especially if one is dependent on the other. The timing couldn’t be better with the U.S. Environmental Protection Agency Clean School Bus Program expected to return this spring. The use of CSBP and grant funding has already helped hundreds of districts move toward electric school buses and other alternatives like propane. That renewed federal support is clearly re-energizing interest across the industry.

School transportation leaders need more viable pathways backed by federal and state dollars to move toward cleaner alternatives and more efficient fleets on their own terms. Budget pressures are mounting from higher fuel costs, and that pressure will undoubtedly push more fleets to consider new ways to adapt and evolve in our every changing world.

Editor’s Note: As reprinted from the June 2026 issue of School Transportation News.

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Related: (STN Podcast E257) The Paths Forward: AI, Clean Energy, Manufacturing Discussed at ACT Expo
Related: School Bus Fuel Innovation, Technology Education Meet at STN EXPO West
Related: How Technology Powers Daily Student Transportation Operations
Related: How Technology Can Assist the 2026 State of Student Transportation

The post Bus Tech, Energy Take Center Stage appeared first on School Transportation News.

The use of AI is revolutionizing many industries and student transportation is among them. While AI can seem like a daunting new technology to implement, industry experts at STN EXPO West will explain exactly how it can be used to improve operations.

Following the STN EXPO West Trade Show on Tuesday, July 14 attendees will spend the afternoon learning how AI can assist them in tackling transportation’s biggest challenges, increasing productivity and be more effective as transportation leaders.

The “Beyond ChatGPT: The AI Revolution in Student Transportation” session will kick off the afternoon with an overview of the evolution of AI and how student transporters are currently using it in their operations.

This session will be moderated by STN Editor in Chief Ryan Gray and feature panelists Rosalyn Vann-Jackson, Richard Jimenez, Timothy Purvis and GP Singh. Vann-Jackson is the executive director of enrollment and student services at Broken Arrow Public Schools in Oklahoma as well as the NAPT secretary and Region 4 director. Jimenez serves as the director of transportation at Placentia-Yorba Linda Unified School District in Southern California, and Purvis is the principal consultant at Pupil Transportation Information and a retired director of transportation. Singh is the founder of Bytecurve and a strategic advisor to Transit Technologies after selling his company last year.

What the AI Revolution Means

The panel will discuss what AI currently is and is not, the safeguards that transportation departments and school districts need in place before its use, the training of staff to correctly utilize AI, and more. Much of the conversation to date has been marketing and product related. Yet some student transportation leaders and their staff are utilizing AI more than what vendors are providing for solutions such as routing, cameras and telematics. The panel will discuss the importance of close communication and collaboration with district or organization IT departments in implementing AI as well as developing policies for how and how not to use it.

Following the opening session, attendees will choose between a variety of breakout sessions based on their interest and operational needs, all led by the speakers from the opening session. Each of these discussions will allow for a more exploratory conversation into the individual facets of transportation.

• Using AI Decision-Making in Dispatch
• Using AI Decision-Making for Personnel Productivity
• Using AI Decision-Making in Budgeting
• Using AI Decision-Making in Fleet Management
• Using AI Decision-Making in Risk Mitigation
• AI Decision-Making to Build Master Bell Schedules

Attendees will be able to gain practical takeaways and starter prompts so they can begin to determine how AI can help them in their everyday operations.

Meanwhile, the “Defensive Driving” session on Monday, July 13 will also feature a discussion around the use of AI in safety training, featuring Jackson and Sandy Dillman, CEO of SLD Consultation and a former California and Texas transportation director.

STN EXPO West will be held July 9-15 at the Peppermill Resort in Reno, Nevada. The conference will feature hands-on training classes, educational sessions, a dynamic keynote presentation, and networking opportunities. Register now at stnexpo.com/west.

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Related: Professional Development Training for Rising Student Transportation Leaders at STN EXPO West
Related: STN EXPO West Features Dynamic Networking Events for Student Transportation Industry
Related: Turkel to Uncover Secrets of Communicating Relevance at STN EXPO West

The post AI in Student Transportation Discussion at STN EXPO West appeared first on School Transportation News.

An interactive tool that helps us see where migrants were born, and where they live now.<br><br><a href="https://ourworldindata.org/where-do-migrants-live-and-where-were-they-born"><img src="https://ourworldindata.org/cdn-cgi/imagedelivery/qLq-8BTgXU8yG0N6HnOy8g/4ef2a38d-e4fd-46c0-0f52-d8e5c7646d00/w=1024"/></a>

The facelifted Range Rover Sport has been spotted pounding around the Nürburgring, and while Land Rover is still keeping the details under wraps, the location itself tells us plenty.

Automakers don’t usually send prototypes to Germany’s most demanding racetrack just for sightseeing. When development programs reach the point where engineers are fine-tuning ride, handling, braking, and overall refinement, the Nürburgring often becomes the final proving ground before a model is signed off for production.

More: Range Rover Sport SV Recreates A 2015 Icon, This Time With BMW Power

That’s true for JLR, which has maintained a testing HQ at the famous circuit for nearly a quarter of a century. The company has used the track and the challenging public roads surrounding it to develop everything from Range Rovers and Defenders to high-performance Jaguar models.

Baldauf

The latest prototype spied at the Ring is the facelifted Range Rover Sport, which is expected to arrive as a mid-cycle refresh for the current third-generation model later in 2026 as a MY27 SUV. Although camouflage still conceals the finer details, it looks like the Sport is getting revised front and rear fascias, updated LED lighting elements, and a couple of other small tweaks to update the design that debuted in 2022.

The biggest changes, though, might be hiding under that skin. An upgraded infotainment system, faster software, and additional driver assistance features are all likely candidates. JLR has been steadily modernizing its technology across the Range Rover lineup, and the Sport should benefit from the latest developments.

Sport Goes Electric, But ICE Options Live On

Baldauf

Powertrain changes are expected to be modest, at least on the combustion side of things. Existing six-cylinder, V8, and plug-in hybrid options should carry over with efficiency improvements and emissions tweaks. The bigger story remains the fully electric Range Rover Sport that’s already been spotted testing separately and is expected to share much of its technology with the upcoming 542 hp (550 PS / 405 kW) Range Rover EV.

That model could play a significant role in the Sport’s future as the world moves toward electrification, even if demand isn’t growing as rapidly as some brands once predicted in markets like the US, which is where JLR still makes most of its money.

Other EVs on the way from the company within the next 12 months include the first electric Velar and baby Defender Sport, plus of course Jaguar’s Type 01 sedan, the production version of 2024’s controversial Type 00 concept. And if the Jag generates as much conversation as we’d expect when it debuts this fall, it might be hard for the nipped and tucked Range Rovers to get as much attention, even if they’ll go on to sell in much bigger quantities.

Baldauf

Most electric vehicles spend their nights doing absolutely nothing. They sit in driveways, plugged into chargers, waiting for morning. General Motors thinks that’s a missed opportunity and wants those parked Chevy, Cadillac and GMC EVs to become part of America’s energy infrastructure with the help of a simple software update – and an expensive hardware one.

In an open letter addressed to utility companies and energy policymakers, GM Energy vice president Wade Sheffer outlined the company’s vision for vehicle-to-grid technology. Instead of only drawing electricity from the grid, compatible EVs could also send energy back when demand spikes or supplies tighten.

Related: Ford Already Backed Away From One EV Truck, Now GM Is Backing Away From Four

GM says it already has more than 250,000 bidirectional-capable EVs on American roads. According to the company, those vehicles collectively store enough energy to help power roughly 120,000 homes for up to a week. As Sheffer put it, “The technology is already parked outside. Let’s turn it on together.”

The concept isn’t entirely new. Bidirectional charging systems have already been promoted as a way to keep homes powered during blackouts. GM now wants to expand that capability so EVs can help support local grids, potentially creating a new revenue stream for owners while reducing strain on utilities.

Of course, there’s a catch. Actually participating requires more than simply owning a compatible EV. Drivers need specialized bidirectional charging equipment, and current systems don’t come cheap. Wired reports that the required hardware package can cost around $20,000 before installation expenses are added, so it might take five years just to break even.

Bureaucratic Nightmare

There are other hurdles too. Utility companies operate under different rules and regulations depending on where they’re located, meaning widespread adoption will require cooperation from thousands of organizations. GM is already working with Pacific Gas and Electric in California and DTE Energy in Michigan, but scaling the technology nationwide will be a much bigger challenge.

Beyond that, and the inevitable shock at the $20k setup cost, there’s the question many careful EV owners are likely to ask, which us if you’re regularly using your EV’s battery to support the grid, what impact does that have on long-term battery health? GM didn’t address that topic in detail in its letter, though it will almost certainly be part of the conversation as vehicle-to-grid programs expand.

For now, GM’s proposal remains more vision than reality. But with growing pressure on electrical grids from extreme weather, rising energy demand, and expanding AI infrastructure, future EVs could one day be doing a second job while you’re asleep.

GM

Ford has walked back a chunk of its EV plans and written down billions of dollars doing it, but the appetite for wild technical demonstrators like the SuperVan 4.2 hasn’t gone anywhere. The ones coming next might even run internal combustion engines.

The program started before the Covid-19 pandemic, when Ford wanted to prove electric vehicles could be exciting. The first all-electric hero was the Mustang Cobra Jet 1400, and the company kept going from there: the Mustang Mach-E NASCAR and Pikes Peak racers, the F-150 Lightning SuperTruck, the Mustang Cobra Jet 2200, several SuperVans, and the F-150 Lightning Switchgear.

Read: Ford F-150 Lightning Switchgear Concept Will Make You Say CyberWho?

While recently speaking with Autocar, Ford Racing boss Mark Rushbrook said that Ford remains committed to these dramatic one-off creations but will no longer restrict itself to all-electric powertrains. This is exciting news, although we don’t yet know when the first of them will be ready for primetime.

“We’ll continue to do Demonstrators, but we’re not going to restrict ourselves to full electric,” Rushbrook said. “We still have a lot of electric cars in our future, but we also have a lot of hybrids coming, and we also have a lot of combustion vehicles coming. So we’ll do more demonstrators, but you will see more powertrain technology in them, not just full-electric.”

Ford Racing’s boss added that thanks to the company’s tie-up with Red Bull’s Formula 1 team, it’s learning a lot about the most advanced hybrid powertrains. A demonstrator that combines all the experience Ford has gleaned from its one-off EVs with its decades of knowledge about high-performance engines sounds like the recipe for something great.

Why Not Compete In Formula E?

Rushbrook added that Ford decided to go down the route of creating its own one-off prototypes, rather than competing in a series like Formula E, because of the added flexibility and freedom it provides.

“We did not feel existing electric series were right for us,” he said. “That’s not a knock on those series, but we wanted the ability to truly learn with a free canvas, and a series like Formula E does restrict you. With the Demonstrators we can do whatever we want, whether it’s a Transit or an F-150, a Mustang Mach-E or even a Mustang coupé.”

The price gap between combustion cars and their electric equivalents keeps shrinking, but an EV will still hit your wallet harder than an ICE model at the dealership. The cost doesn’t stop there. Insuring one runs much steeper too, according to a new study from Insurify.

Currently, the average cost to insure an EV in the US is an eye-watering $3,159. While that’s down significantly from a peak of $3,509 in March of last year, it still far exceeds the average annual insurance cost for a gas-powered car, now $2,218, a 42 percent difference. The gap starts to close, though, when you dive a little deeper into the data.

Read: Insurance Offered $1,700 For This R1T Mishap, Rivian Wanted A Fortune

The average EV on US roads is much newer than the average ICE vehicle, simply because electric cars haven’t been around as long. Insurify pegs the median age of vehicles in its database at 11.5 years, with older gas models dragging the overall figure down.

So it comes as no surprise that the typical EV costs more to insure than its gas counterpart. The gap narrows sharply to just 18 percent when comparing 2024 and newer vehicles across all powertrains. There, the average premium is $3,293 for an EV versus $2,792 for a gas-powered alternative.

Insurance premiums vary widely depending on where you live. Insurify’s analysis, which measures more than 235 million insurance rates across its database, shows that in some states the difference between insuring a 2024 or newer EV and a comparable ICE can run upwards of 50 percent.

Washington, D.C. is the costliest location in the data, averaging $6,102 for newer EVs and $4,821 for newer gas-powered cars.

EV owners in Massachusetts also feel the pinch. While the average annual premium for a newer EV is $3,560, it’s just $2,318 for a new ICE, making the gas car 54 percent cheaper. Insurify points to dense urban exposure, higher-value vehicles, and elevated EV repair labor costs as key factors in Massachusetts. In New York the difference is 45 percent, with EV premiums at $4,531 against $3,135 for a comparable gas model, higher than what Massachusetts drivers pay.

Premiums in Rhode Island are egregious in their own right. Annual averages for new EVs currently sit at $6,043 against $4,344 for newer ICE models, making the gas cars 39 percent cheaper to insure. The state has also seen auto insurance costs jump 41 percent since the start of 2024, according to Insurify.

The Most Expensive EVs to Insure

Luxury EVs dominate the list of the most expensive models to cover. The Mercedes-Benz EQS Sedan tops the rankings with an average annual full-coverage premium of $4,703, followed by the Tesla Model S at $4,558 and the BMW i5 at $4,554. According to Insurify, all five Tesla models rank among the 10 priciest EVs to insure.

The comparison with gas-powered vehicles isn’t always straightforward. While most EVs in the ranking cost more to insure than their gas counterparts, the Mercedes-Benz EQS Sedan is actually cheaper to cover than the Mercedes-Benz S-Class, which carries an average annual premium of $5,101.

Elsewhere the EV penalty holds. The Tesla Model S averages $4,558 per year versus $3,692 for a BMW 5-Series, while the Cybertruck costs $4,135 to insure compared with $2,754 for a gas-powered Chevrolet Silverado. The Tesla Model Y also carries a much higher premium at $4,021, against $3,011 for an Audi Q5.

The States Where EVs Are Cheaper

Curiously, there are some states where it’s actually cheaper to run an EV. Montana leads the charge, where EVs come in 4 percent cheaper at $2,242 versus $2,339 for gas cars. The margin is also 4 percent in West Virginia, with premiums of $2,062 for EVs and $2,148 for ICE models. Nebraska slightly favors EVs too, with newer EV premiums of $2,055 against $2,086 for gas-powered cars.

Insurance Costs: EV vs. Gas Car

Source: Insurify

EV Model Vs Gas Counterparts

Source: Insurify

Nearly 60 years ago, a fight over a massive Everglades airport helped reshape U.S. environmental law. Reporter Meghan Bowman reports on that battle in the podcast Defenders of the Everglades.

Following a preview earlier this month, Peugeot has unveiled the e‑208 GTi. The hot hatch packs a surprising punch and is the brand’s first fully electric performance variant.

Starting with the powertrain, the model has an M4+ motor developing 277 hp (207 kW / 281 PS) and 254 lb-ft (345 Nm) of torque. It enables the car to accelerate from 0-62 mph (0-100 km/h) in 5.5 seconds, before hitting a limited top speed of 112 mph (180 km/h).

More: Peugeot’s Next 208 Wants To Reinvent The Wheel

The motor is powered by a 54 kWh battery pack, which gives the vehicle a combined WLTP range of up to 233 miles (375 km). However, on the standard Michelin Pilot Sport 4S performance tires, the range drops to 219 miles (352 km). Other highlights include a best in class power‑to‑weight ratio and a 100 kW DC fast charging capability, which enables the battery to go from 20–80% in less than 30 minutes.

Sticking with the performance theme, the e‑208 GTi has been lowered by 1-inch (25 mm) and features a wider track. The model also sports unique springs and dampers, a mechanical limited‑slip differential, and an additional anti‑roll bar. The latter resides out back and joins the front anti‑roll bar found on the regular model.

Since we’ve already seen the car before, we’ll briefly mention it features a unique front lip and a revised gloss black diffuser with an F1-inspired rear fog light. They’re joined by red accents, extended wheel arches, “perforated” 18-inch wheels, and 208 GTi badging on the C-pillars.

The red theme continues inside as there are red carpets, floor mats, seatbelts, and stitching. They’re accompanied by special sport seats that pay tribute to the 205 GTi 1.9 and feature a “central red insert and red mesh detail” evocative of the 205 GTi 1.6.

Elsewhere, there’s a leather and Alcantara steering wheel, red‑themed displays, and red ambient lighting – although seven other colors are also available. Peugeot also mentioned a “sound ambience” system, which is linked to your speed and can be deactivated.

The company is currently accepting orders and pricing starts at €42,900 ($49,646) in France including taxes. That undercuts the 600 Abarth, which begins at €46,900 ($54,280).

Kosmera, one of several new brands spun up by Chinese technology company Dreame, the firm known for its vacuum cleaners, arrived in January with two wild high-performance sedans that looked an awful lot like Bugattis. Now we have more detail on the pair, and if Kosmera hits its targets, these could rank among the most powerful production cars in the world.

The company is currently developing a dual-motor axle module using advanced axial-flux motors, with one module mounted at the front axle and another at the rear. Each module includes a silicon carbide inverter and a carbon-fiber-reinforced rotor. According to Kosmera, the compact package will supposedly deliver 1,555 hp (1,160 kW).

Read: Chinese Brands Bring Not One, Not Two, But Three Bugatti-Style Super Sedans To CES

Stack two modules together for a total of four electric motors and peak power could hit a ridiculous 3,111 hp (2,320 kW). Reach that figure and it would outgun BYD’s Yangwang U9 Xtreme and its claimed 2,978 hp. Kosmera says the motors “fit in a 20-inch suitcase,” smaller than the 23-inch carry-on you’d haul to the airport.

Hypercar Power In A Sedan

The electric motors have been developed through Kosmera’s own Axion Power division and are paired with a 1,200-volt electrical architecture. It’s targeting a power density of 60.5 kW/kg or 81.1 hp/kg and notes thermal management, bearing systems, and magnetic flux control technologies are all being developed in-house. The company notes thermal management, bearing systems, and magnetic flux control technologies are all being developed in-house, and says the motors will also enable complex torque vectoring.

Kosmera Star Matrix

It appears both of Kosmera’s high-performance sedans will use these trick drive modules. The first model, known as the Star Matrix, has obvious design cues from models like the Bugatti Chiron, Mistral, and Brouillard. It includes a huge horseshoe grille at the front, massive air intakes, a carbon fiber chin spoiler, and intricate LED headlights.

Of course, whereas all of these Bugatti models have just two doors, the Star Matrix is a four-door sedan. The sides look particularly sleek, while found at the rear is a prominent light bar, a fixed rear spoiler, and a large diffuser. Images released of the cabin show it will be a four-seater.

The second model is known as the Star Razer. It features fewer Bugatti cues, other than the C-line on the sides. It, too, is a four-door, but whereas the Star Matrix’s doors open like any normal car, the front doors of the Star Razer are supercar-inspired butterfly doors, and the rear doors are coach-style butterfly doors. This means the car has no fixed B-pillars.

Kosmera Star Razer

The M3 is about to get the multi-energy treatment that BMW has been rolling out across its lineup. A combustion M3 is still coming, but ahead of it BMW pulled the wraps off the M Concept Neue Klasse, and this is the electric one in everything but name. Think of it as a near-production preview of the upcoming i3M, which is the badge it’s rumored to wear.

The concept broke cover at the 24 Hours of Le Mans, where BMW officially called it a “preview of the new design language for high-performance automobiles from BMW M GmbH” and said it “sends a clear signal for the brand’s all-electric future.”

More: BMW’s Hottest M3 CS Loses 70 HP But Gains A Manual

BMW can dress up the language however it likes. The fact is, this thing looks like an i3 sedan that spent a winter in the gym, and parking it next to the E30 M3 for photos settles any question about what it stands in for, even if it’s bound to wear an i-badge that some purists will never read as a real M3. The shape carries over from last year’s Vision Driving Experience concept, cleaned up and pushed closer to something you could actually buy.

A Track-Ready Take On The i3 Sedan

The greenhouse and LEDs recall the i3 sedan, but everything else has changed. The M treatment adds custom front and rear bumpers with large openings inspired by high-speed multihull sailing boats, cube-shaped LEDs called “track lights,” much wider front and rear fenders, and a pronounced ducktail spoiler.

More: BMW’s Vision Alpina Is Built Around A Car It Already Killed

The bodywork wears a Monza Red metallic shade, with the dark-finished splitter, side skirts, diffuser, hood scoop, and roof made of natural fiber. The M Yellow Lights pull straight from racing, and the mirrors are aerodynamically optimized. The concept rides on center-lock wheels with negative camber, and the M-specific chassis brings wider tracks and a lowered stance.

Inside: Four Buckets And A Roll Cage

The cabin carries over the Neue Klasse hardware and design from the i3, including the infotainment and the BMW Panoramic iDrive screen at the base of the windshield. Everything else marks this out as a performance sedan.

More: BMW’s New iX5 M Could Make The Gas X5 M Look Weak

There are four independent bucket seats trimmed in Merino leather, with five-point belts and structural elements made of natural fiber. A roll cage wrapped in Nubuck leather matches the steering wheel and door cards. The dashboard is trimmed in a black knit material with backlighting, and the steering wheel and center console break from the i3 with custom controls and red accents.

Quad Motors And 800 Volts

Under the skin, we find the BMW M eDrive quad-motor system. It builds on the Neue Klasse’s Gen6 foundation but was specifically developed for electric M models. BMW hasn’t quoted a combined output, though sources put the electric M3 anywhere between 700 and 1,000 hp (710-1,014 PS). The 2025 concept reportedly generated 13,269 lb-ft (17,990 Nm) of torque.

More: BMW’s First-Ever AWD M2 Has A Button That Makes It Rear-Drive Again

Power is managed by the BMW M Dynamic Performance Control System, which is part of the Heart of Joy superbrains. The company promises a “new interpretation of dynamics, agility, and precision” thanks to the wheel-specific control of power and brakes.

The 800-volt architecture pairs with a battery pack rated at more than 100 kWh. It uses an M-specific version of the sixth-gen cylindrical cells built to handle higher outputs while supporting fast charging and longer range. The battery housing is structurally integrated with the axles for added rigidity.

Franciscus van Meel, Chairman of the Board of Management of BMW M GmbH, said: “Even in the new all-electric era, we continue the M-typical tradition of transferring both technological innovations and defining design features directly from motorsport into series production”.

More: A 1,000 HP Electric M3 And A 552 HP Gas M3 Will Have The Same Price Tag

BMW hasn’t set a date for the debut of the electric M3 (or iM3), but 2027 looks like the likely window. Reports also point to a mild-hybrid six-cylinder successor to the gas M3, dressed in Neue Klasse styling and tech, that would sell alongside the EV.

When Alfa Romeo introduced the Tonale in 2022, the company framed it as one of the most important models for the brand’s future. It was the first electrified Alfa, it marked the brand’s entry into the popular compact SUV segment, and it spawned a second version in the short-lived Dodge Hornet. Now the Tonale looks set to reach the automotive graveyard sooner than anyone expected.

Stellantis hasn’t confirmed anything, but recent information from the Italian metalworker unions FIM-CISL and UILM points to production at the Pomigliano d’Arco factory ending in November 2027. That timing comes despite the facelifted Tonale that debuted in late 2025 with revised styling and an upgraded interior.

Review: Alfa Romeo’s 2026 Tonale Finally Earns The Badge On Its Nose

A five-and-a-half-year run is short by Alfa standards. The aging Giulia and Stelvio are scheduled to stay in production for more than 11 years. Older models tell the same story, with the MiTo and Giulietta hatchbacks lasting 10 and 11 years respectively. So what is pushing the compact SUV into early retirement?

Start with the factory. Pomigliano d’Arco, home to the Tonale and the Fiat Panda, has to be completely retooled for an upcoming low-cost urban EV project. That program is expected to grow into the next-gen Fiat Pandina and a mechanically related Citroen, both aiming to make electric mobility more affordable for European buyers.

Review: The Junior Is Everything Alfa Romeo Needed And Nothing Alfisti Wanted

Slow sales are another likely factor. Tonale production crossed the 100,000-unit milestone in 2024, but demand has cooled since the arrival of the subcompact Junior, which became the volume seller the brand had been chasing.

Finally, it is worth mentioning that the Tonale rides on the aging FCA Small Wide 4×4 LWB architecture, also used by the previous-gen Jeep Compass from 2016. This platform traces its routes to the distant 2005, well before the FCA-PSA merger and during the collaboration with General Motors.

Even if Tonale production ends in November 2027, remaining stock could keep the SUV on sale through 2028. The closely related Dodge Hornet, for its part, was discontinued in early 2026 after only three years on the market.

Another Compact SUV?

While the Tonale is slowly heading into the sunset, Alfa Romeo recently announced it is developing a new compact SUV. The yet-unnamed model will be based on the STLA Medium architecture, most likely offering the choice between hybrid and fully electric powertrains.

More: Now That It’s Dead, You Can Buy A New Hornet For Nearly Half The Price

While we don’t have a debut date, the new crossover is part of the Fastlane 2030 strategy meaning it will arrive before the end of the decade. Alfa is also working on a new compact hatchback that will ride on the STLA One platform serving as the spiritual successor of the long-discontinued Giulietta. Those two models will fill the gap of the Tonale in the compact segment, hopefully sticking around for longer than their predecessor.

Stellantis

Solid-state batteries could rewrite the rules for EVs, and nearly every major automaker has a team chasing them toward production. Stellantis belongs on that list, and it has just started testing advanced solid-state cells in what is arguably its least desirable EV.

Working with American battery manufacturer Factorial, Stellantis has equipped a Dodge Charger Daytona with new solid-state cells. The company says the cells were incorporated into the battery pack through a “new mechanical architecture,” designed in-house.

Read: Mercedes Needed A Solid-State Battery To Match Lucid’s EV Range Record

We don’t know how large the battery pack on this Charger Daytona prototype is, nor what driving range it offers. With that being said, Factorial’s cells have an energy density of up to 375 Wh/kg and can charge from 15 percent to 90 percent in just 18 minutes, all while working seamlessly in temperatures ranging from -30°C through to 45°C (-22°F – 49°F).

Stellantis will now commence a road-testing program for the solid-state battery pack, ensuring it’s up to scratch and delivers the reliability, range, and charging performance needed for solid-state battery technology to be adopted at scale, potentially replacing LFP and NMC batteries.

Mercedes Using The Same Tech

While you may not be familiar with Factorial, the company has financial backing from Mercedes, Hyundai, Kia, and Stellantis. Last year, a Mercedes-Benz EQS prototype covered 748.8 miles (1,205 km) on a solid-state pack from Factorial. What makes that run more impressive is that the car finished with an estimated 85 miles (137 km) of range to spare, so it could have gone even farther.

“We are deeply honored to work alongside Stellantis, one of the world’s great mass-market automakers, on this STLA Large-based development car,” Factorial chief executive Siyu Huang said. “What we have built together, from cell chemistry to pack architecture to enable real-world road testing, is exactly the kind of deep, full-stack collaboration that solid-state has always required.”

Stellantis hasn’t said when it wants to start producing and selling cars with solid-state batteries, but it’s likely at least a few years off.