The 1969 512 Electric Experimental shows how long GM’s pursued EVs.
Just 86 inches long, the fiberglass microcar used an 84-volt battery.
A household charge took seven hours and delivered 58 miles of range.
In 1969, the automotive world was a study in contrasts. Two concept cars, each wearing the same 512 badge yet conceived on opposite sides of the globe, were redefining what “experimental” could mean.
One was the competition-inspired V12-powered Ferrari 512 S Berlinetta Speciale, a supercar wedge that pre-dated the Lamborghini Countach concept by two years and looked like it could break the sound barrier. The other was a tiny orange ball of an EV from GM that could barely break the speed limit outside a school.
We’ve taken a look at GM’s 512 Electric Experimental before, but the automaker has really jumped on the modern EV trend since then and has a new Chevy Bolt out for 2027, so the time feels right to throw the spotlight on it again.
Designed strictly for urban duties and part of an entire family of experimental GM microcars displayed at the Transpo ’72 trade show that used a mix of electric, petrol and hybrid engines, the 512E was every bit as tiny as it looks in these pictures.
Measuring just 86.3 inches (2,190 mm) long and 56 inches (1,420 mm) wide, it was an incredible foot (300 mm) shorter than an original Smart ForTwo and 3 inches (75 mm) narrower.
Access to its two seats was through a weird combination of a lift-up canopy that makes it look like a helmet with the visor up and side-hinged front door that reminds us of one of those grandma bathtubs for the mobility impaired.
Tiny wheels are pushed into each corner and wear fat rubber, like the kind of thing you’d see on tuned Mini in 1969.
The wraparound canopy must make for excellent visibility, though even if it had A-pillars like elephants legs you’d have plenty of time to look around them.
Slow And Steady Power
The top speed is just 30 mph and it takes 12 seconds to get there, which sounds terrible until you remember that the Citroen Ami, the modern incarnation of this very idea, is also restricted to a similar speed (28 mph / 45 kmh).
Citroen quotes a 47-mile range, which the 512E beats by 11 miles (though certainly measured differently), but the Ami can be fully charged in four hours compared with seven hours for the GM satsuma.
Where they differ most, of course, is in the design of the batteries providing those range miles. Like all modern EVs, the Ami uses lithium ion batteries, whereas the 512E relies on old-fashioned lead-acid packs from Delco-Remy.
The fiberglass-bodied GM car is still surprisingly light at 1,250 lbs (567 kg), though the Ami is lighter still at 1,065 lbs (483 kg).
The 512E project didn’t put a tiny EV in Chevy showrooms during the 1970s or 1980s, but the fact that GM unveiled the Impact EV concept, and put it into production as the EV1 six years later, proved that it hadn’t given up on the idea of small electric cars.
Half a century later, GM is still in that game, this time with the upcoming 2027 Bolt, though one can’t help but wonder how much more fun it’d be with a flip-up canopy and a hint of that 1970s optimism.
PROS ›› Premium interior, comfortable ride, solid safety record CONS ›› Unknown brand, small boot, limited charging speed
Chinese automakers have been bombarding us with new and updated models faster than our browsers can keep up, but every once in a while, one stands out for more than just novelty. The Zeekr X is one of those. A sibling to the Volvo EX30, it carries sharper styling, a dash of swagger, and a promise of premium polish that suggests it’s aiming a little higher than your typical Chinese EV.
The Geely-owned brand has recently landed in my home country, Greece, giving me the chance to see what the compact-sized Zeekr X is all about and, more importantly, take it for a drive.
QUICK FACTS
Model
Zeekr X RWD
Zeekr X AWD
Powertrain
Single Electric Motor
Dual Electric Motors
Output
268 hp (200 kW / 272 PS) and 343 Nm (253 lb-ft)
422 hp (315 kW / 428 PS) and 543 Nm (401 lb-ft)
Battery
49 kW / 69 kWh
69 kWh
Range (WLTP)
446 km (277 miles)
425 km (264 miles)
0-100 km/h (0-62 mph)
5.6 seconds*
3.8 seconds*
Top Speed
190 km/h (118 mph)*
–
Length
4,432 mm (174.5 inches)
–
Width
1,836 mm (72.3 inches)
–
Height
1,566 mm (61.6 inches)
–
Wheelbase
2,750 mm (108.3 inches)
–
Weight
1,885 kg (4,156 lbs)*
1960 kg (4,321 lbs)*
Price
€34,990 ($40,700)** €39,990 ($46,500)**
€44,990 ($52,300)**
SWIPE
*Manufacturer | **Prices in Greece including a €3,000 local incentive for EVs
The X was introduced in late 2023 as the entry-level EV in Zeekr’s growing lineup. It has already been updated in China with more powerful motors and new color and trim options, but those have yet to reach export markets.
Like its Volvo EX30 and Smart #1 relatives, it rides on Geely’s SEA platform, which also underpins the Lynk & Co 02. It even made headlines as Euro NCAP’s safest EV, outperforming some far pricier rivals, including the Porsche Macan. Still, there’s more to this compact SUV than a glowing safety score.
Aggressive Looks, Familiar DNA
Zeekr is still a young brand, having been born in 2021. In terms of styling language, there’s a clear family resemblance with Geely stablemate Lynk & Co, yet Zeekr sits higher in the group’s hierarchy, positioned above Volvo and Polestar in terms of its premium aspirations.
The Zeekr X has a sharp and modern exterior that will make you look twice when it passes by. Its “double-edged” headlights, greenhouse, door handles, mirrors, and taillights are reminiscent of the Lynk & Co 02, though without the coupe-SUV stance.
Other highlights include the glossy black cladding around the wheel arches and a sharp character line on the profile that extends to the side windows.
Photos Thanos Pappas for CarScoops
At 4,432 mm long, it’s 199 mm longer than the Volvo EX30 and 28 mm shorter than the Lynk & Co 02. That puts it right among Europe’s compact premium EV-SUVs, including the BMW iX1, Audi Q4 e-tron, and Mercedes EQA.
Our press tester was the Long Range RWD variant, which sounds like a sweet spot in the lineup. It pairs a single 268 hp (200 kW) motor with the larger 69 kWh battery for up to 446 km (277 miles) of WLTP range. Visually, it rides on 19-inch alloy wheels rather than the 20-inch option which is reserved for the 422 hp AWD flagship.
Premium Aspirations
Open the frameless doors and you immediately sense that this brand aims for BMW territory in terms of perceived quality. Soft-touch materials cover most surfaces, complemented by futuristic ambient lighting and ASMR-friendly switchgear finished in copper.
The configurable switches on the steering wheel are a nice touch, as they can also serve as physical controls for the A/C so you don’t have to fiddle with the screen all the time.
The seats are upholstered in soft vegan leather and feature hard outer shells adding a futuristic note. Geely designers played safe in terms of the dashboard layout, combining a 14.6-inch central touchscreen with an 8.8-inch instrument cluster.
There is also a 24.3-inch augmented reality head-up display helping keep your eyes on the road. Equipment is generous, including a panoramic sunroof, a 13-speaker Yamaha sound system, and a full suite of ADAS.
Photos Thanos Pappas for CarScoops
Rear passengers are also treated well. Thanks to the longer wheelbase, the X offers noticeably better rear legroom and headroom than the Volvo EX30, making it a far more comfortable choice for adults or small families.
There is also plenty of in-car storage including a multi-functional central armrest. However, the boot is equivalent of a subcompact hatchback with a capacity of 362 lt (12.8 cubic feet), and the tiny 21 lt (0.4 cubic feet) frunk is mostly for storing charging cables.
Comfort Is the Key
My drive was brief, just a few hours during the local media presentation, so this is not a full review, but it was enough to get a good feel for the Zeekr X’s personality.
As with the Volvo EX30, the excellent SEA platform has the robustness of larger segments. Here, it is combined with a softer suspension setup for even higher levels of comfort and slightly better soundproofing.
The steering has a nice feel, although I didn’t notice enough differentiation between the available modes (Comfort, Standard, and Sport). Still, the Zeekr X is more engaging than your average Chinese EV while keeping a neutral and predictable character in line with its Swedish R&D genes. The ADAS worked well overall, but a few over-eager alerts popped up on roads with faint lane markings.
Photos Thanos Pappas for CarScoops
Performance-wise, the 268 hp RWD version feels plenty quick for daily use, making the 422 hp AWD variant seem somewhat indulgent. Interestingly, China’s updated models have bumped outputs to 335 hp and 489 hp respectively, hinting that future exports could get an extra jolt of power.
Overall, the extra range that should be around 400 km (250 miles) in real-life conditions and the extra playfulness of the RWD make it the preferred choice from my point of view – especially considering it offers a nearly identical equipment at a lower price.
In Greece, where we tested it, the base Core RWD starts at €34,990 ($40,700), while the Long Range RWD sits at €39,990 ($46,500), and the top Privilege AWD costs €44,990 ($52,300). Each trim comes fully loaded.
The closely related Volvo EX30, by comparison, ranges from €36,175 to €48,448, while the larger Tesla Model Y starts from €36,175. All prices include Greece’s €3,000 EV incentive.
Another indirect competitor at a similar price point is the larger and more practical Tesla Model Y that currently starts from €36,175 ($42,100) in the same market. Keep in mind that all of the aforementioned prices include a €3,000 incentive for EVs.
Zeekr representatives told us that the company plans on keeping prices consistent across all European markets. This means that the X will start from around €38,000 ($44,200) before incentives in Germany, undercutting its Volvo sibling and the Tesla Model Y by a couple of grand, while being almost €10,000 ($11,600) cheaper than the entry-level BMW iX1.
Eyes on Europe
Photos Thanos Pappas for CarScoops
Zeekr has sold a total of 550,000 vehicles since its inception in 2021. The European rollout of the brand started in 2023, with new countries being added every year. The next step is to enter major European markets including Germany, France, Spain, Italy, and the UK by the end of 2026.
The brand’s R&D and design hub in Gothenburg, Sweden and regional offices in Amsterdam, the Netherlands, complement its Chinese operations, signaling long-term European ambitions.
Beyond the X compact SUV, Zeekr is currently offering the 7X midsize SUV and the 001 flagship shooting brake in the Old Continent. Still, the company’s Chinese lineup is much broader, including the 007 sedan, the Mix and 009 minivans, and the new 9X flagship SUV.
Verdict
After a short but telling encounter, the Zeekr X left a lasting impression. It feels more spacious, more comfortable, and more polished than the Volvo EX30 it shares bones with, while coming in cheaper. The ride quality, cabin refinement, and safety credentials suggest it’s one of the most convincing Chinese EVs yet to reach Europe.
If you can get past the unfamiliar badge, the Zeekr X makes a compelling case as a smart, well-rounded alternative in the compact electric SUV space.
FRISCO, Tx. — Saturday featured a keynote from special education attorney Betsey Helfrich and numerous breakout sessions on collaborating across departments for the safety and support of students with special needs.
Additionally, the Roadeo Competition was coordinated by Women in Transportation (wit.) offsite at Frisco Independent School District.
A Lunch & Learn saw Blue Bird and Zonar client representatives discuss fuel of choice and technology case studies.
1 of 20
Diane Mikelski, right, discusses the benefits of propane school buses when transporting students with disabilities as well as for general operations on Saturday, Nov. 8, 2025 in Frisco, Texas.
Diane Mikelski, right, discusses the benefits of propane school buses when transporting students with disabilities as well as for general operations on Saturday, Nov. 8, 2025 in Frisco, Texas.
From left: Todd Silverthorn, transportation supervisor for Kettering City Schools in Ohio, participated in a TSD Conference 2025 session on technology with STN Publisher Tony Corpin and propane advocate Diana Mikelski.
From left: Todd Silverthorn, transportation supervisor for Kettering City Schools in Ohio, participated in a TSD Conference 2025 session on technology with STN Publisher Tony Corpin and propane advocate Diana Mikelski.
Transportation Director of the Year Keba Baldwin accepted his award at TSD Conference on Nov. 8, 2025.
FRISCO, Texas — Betsey Helfrich said school district polices never trump the Individuals with Disabilities Education Act or Section 504 of the Rehabilitation Act. “There is always an exception for a child with a disability,” said the special education legal expert during her keynote address, Avoiding the Bumps & Legal Hazards in Student Transportation, Saturday during the Transporting Students with Disabilities (TSD) and Special Needs Conference.
Helfrich, who practices special education law in Missouri and Kansas, provided an overview of legal updates, court cases and compliance practices in student transportation. She focused on students with disabilities under IDEA and Section 504. The session emphasized how transportation decisions intersect with legal requirements, equity and student safety, urging districts to train staff, document decisions and avoid blanket policies.
Despite current events on the federal level, such as the proposed closing the U.S. Department of Education’s Office for Civil Rights (OCR) and funding cuts, IDEA and Section 504 remain fully in effect. Congress would need to vote to disband the U.S. Department of Transportation as well as where IDEA and Section 504 oversight would move to. Funding shifts do not change the underlying rights, she said.
She provided brief overview of each law, noting that attendees in the room should go back to their school districts and teach their school bus drivers the same thing, so they understand the importance of federal requirements.
IDEA is a funded law requiring Individualized Education Programs (IEPs). Transportation can be a “related service” if necessary for a student to benefit from an free and appropriate public education, or FAPE, in the least restrictive environment, or LRE. Section 504 is a civil rights law focused on equal access and nondiscrimination. It is broader, older and less specific than IDEA, and not tied to any monetary gains. She said Section 504 has not been updated since it was written in 1977.
Typically, Helfrich said, students should not have both an IEP and a 504 plan, as everything in the IEP is essentially a contract. She advised being cautious with automatic decisions like “door-to-door” transport, noting that the IEP team must determine needs on a case-by-case basis.
She provided court case examples, citing instances in which parents won and others which districts won, depending on the request and circumstances. She particularly stressed the importance of avoiding discrimination on field trips, extracurricular activities and other events.
For districts that rely on policy, she said they are opening themselves up a lawsuit, as “we don’t do that here” is not a legal defense.
An attendee told School Transportation News following the keynote that Helfrich is very knowledgeable and was able to speak globally on transporting students with disabilities. Even though she touched on different states, the attendee said the rules are the same, because the laws are the same.
The attendee from Maryland said she will be involved in a case next week. She noted that while her school district policy says one thing, it doesn’t mean it meets the needs of the student and federal law. “That was a huge eye-opening moment for me,” she said, noting that they shouldn’t be saying some things as it not legally true.
Helfrich said IEPs should specify supports like wheelchair lifts, on-board attendents or aides, and climate-controlled buses, but parents cannot dictate who drives the student and the type of vehicle used, unless it is pertinent to the child’s disability.
She reminded attendees to inform contractors of relevant IEP details, as they are part of the need-to-know under the Family Educational Rights and Privacy Act, or FERPA, that protects student records. It is different from HIPAA, or the Health Insurance Portability and Accountability Act, which protects personal health information.
Students with disabilities also have additional rights regarding behavior and discipline. However, school bus suspensions over 10 days will trigger a Manifestation Determination Review, where the behavior will be evaluated to determine if it is related or not to a student’s disability.
She said school bus drivers should be trained on Behavior Intervention Plans (BIPs), including triggers and calming strategies. Plus, Helfrich said when a child needs to be searched due to reasonable suspicion of having a weapon, she advised having policies and procedures in place. For instance, does the school bus driver search the child or call for assistance?
While Section 504 provides for the reasonable accommodation of service animals and protects students from being discriminated against for using them, she cautioned the attendees to know the difference between service animals and emotional support animals. Only trained service animals performing tasks are protected under the broader ADA. Emotional support animals are not.
In conclusion, Helfrich advised attendees to train all staff, especially school bus drivers, on IDEA, Section 504 and district procedures. Document all staff participation and policy adherence. She underscored the importance of collaboration with special education and IEP teams before making unilateral changes to the IEP in terms of transportation. She noted the importance of reviewing and updating polices to avoid blanket decisions or discrimination risks and to plan for staff absences and service disruptions.
FRISCO, Texas – Transportation Supervisor Todd Silverthorn shared how Kettering City Schools in Ohio improved efficiency, safety and accountability by integrating technology and promoting hands-on staff engagement.
Silverthorn said in Saturday’s Zonar-sponsored TSD Conference Lunch and Learn session that Kettering City Schools was looking for a technology solution to help with issues such as drivers being unfamiliar with routes, two-way radios not working in communication blackout spots, and the need to improve on-time performance.
Pairing Transfinder routing information and ByteCurve driver management with Zonar GPS helped the transportation department discover efficiencies and eliminate multiple routes, he said. Tracking the school buses helps direct mechanics to a broken-down vehicle or locate a one when a parent asks where it is.
Payroll issues are also solved faster as each driver’s route is tracked so it can be determined, for instance, if they were on a field trip route on a day that they missed clocking in. Turn-by-turn navigation has replaced paper route sheets and digital report keeping allows the pulling of data requested by law enforcement, Silverton explained.
To assist with implementation, the district took a “train-the-trainer” approach and educated several employees who then instructed the rest of the staff. It also received National Association for Pupil Transportation (NAPT) grants to help offset the cost of the software and subscriptions.
Silverthorn advised not to add too many technologies at once. He underscored the importance of involving staff in planning discussions and building in time for troubleshooting. He said he shows his drivers that both he and the data are there to support them, not simply surveil them “Big Brother” style.
He added that the data from his technology stack facilitates fuel savings, route efficiencies, streamlined payroll, DVR storage, easier driver navigation and conflict resolution.
A third of his fleet transports students with special needs and on-time performance is huge for this population, he said, noting how crucial it is to pinpoint specific bus locations. He recounted one incident in which a bus on the highway needed immediate assistance due to a student having a meltdown. The live GPS tracking allowed a trained aide to be dispatched there quickly.
Being able to monitor bus locations and provide parents with answers as to where their children are helps prevent said parents from showing up to bus stops and becoming aggressive with drivers, said Silverthorn, who is also the executive director of the Ohio Association for Pupil Transportation.
In answer to an attendee’s question on data security, Silverthorn said that the data is simply a livestream within the routing software and does not leave that environment.
FRISCO, Texas – An Illinois transportation director shared the story of how propane school bus implementation turned things around for students with special needs.
Recently retired Diana Mikelski has 32 years of experience in student transportation and, until this summer, served as director of transportation for Township High School District 211 in Illinois, overseeing 163 buses and 45 vans transporting nearly 9,000 students more than 7,700 miles each school day.
She recalled in the Blue Bird-sponsored TSD Conference Lunch and Learn Saturday afternoon that the construction of a new parking lot necessitated a change to where the school buses were parked. When school bus drivers started the ignition on the diesel vehicles, the smoke penetrated a nearby school building. Things got so bad. the principal came running out to alert the drivesr of the issue.
Seeking a cleaner energy option, she said district administrators consulted with nearby districts and chose propane as the new fuel to transition to. She received a budget of $1 million approved by Township High School District and paired it with EPA grant money to initially purchase and implement 15 propane buses, in what she described as a “seamless” process working with Blue Bird, ROUSH CleanTech, fuel provider AmeriGas, and local vendors.
Mikelski reviewed the extra particulate matter filters and treatment that older diesel buses require, which means more work and more money spent. District bus mechanics adjusted to propane well, she said.
“My shop was fine. If you can handle diesel and gas, you can handle propane,” she stated.
Fuel currently costs her $1.25 per gallon for Township, which frees up funds for bus air conditioning and other perks.
The propane buses were a boon for special needs students, Mikelski said. An amazed special education teacher called to inform her that students were coming into school calmer, de-escalated and ready to learn. Together they discovered that the propane buses the students were riding were quieter than the diesel ones, so both drivers and students could communicate without shouting. They could actually hear the music they used to soothe themselves, and some students did not need their normal noise cancelling headphones.
“Everyone was calmer, happier getting off the bus and going into the building,” she confirmed. “It is a marked improvement.”
STN Publisher and session moderator Tony Corpin recalled that Saturday morning’s keynote by Betsey Helfrich discussing legal aspects like Individualized Education Programs (IEPs) noted that parents seeing these benefits may request propane buses in their child’s IEP.
In addition to the sound-level reduction, Mikelski shared that students in wheelchairs did not have to create makeshift blanket shields against noxious diesel fumes while loading the school buses, as they sometimes had to do. She confirmed that propane buses do not have to idle longer than 15 minutes to warm up, even in Illinois winters.
“These buses are running cleaner than anything right now,” she said, referring to the ultra-low nitrogen oxide levels of 0.02 g/bhp-hr that ROUSH CleanTech propane fuel systems are certified to meet. She added that Ford, Blue Bird and ROUSH CleanTech were more than satisfactory partners, noting she is not anxious about winter operations.
She corrected common misconceptions that propane could literally blow up the whole bus operation. Corpin reviewed the domestically produced, clean and safe nature of propane, which is commonly used to cook food via burners and grills. Mikelski said she even performed a test using a white hanky test to illustrate that propane school bus tailpipes don’t emit black soot like older diesel models can.
“Know that you’re supported,” she said. “This is a very easy way to move into an alternative fuel without a lot of angst along the way.”
2026 Semi gains 15% efficiency, new aero, and autonomy-ready hardware.
500-mile range and 1.2 MW charging target for faster long-haul turnaround.
Significant visual and structural changes separate it from earlier prototypes.
Tesla’s annual shareholder meeting was absolutely full of news. More than 75 percent of the company’s shareholders voted to approve Elon Musk’s one-trillion-dollar compensation plan, split into 12 tranches of shares that unlock only if Tesla meets a series of milestones over the next decade. Musk also confirmed that series production of the long-awaited CyberCab will begin in April next year.
The Roadster 2 demo is now slated for the same month, and in classic Musk style, the timing isn’t without a joke. He says it’s happening on April Fools’ Day, partly because it “affords some deniability.” If the demo slips, he quipped, “I could say I was just kidding.”
What’s New With the Semi?
And then there’s the Semi, which is heading for a redesign and full-scale production next year, following its unveiling all the way back in 2017 The redesigned Class 8 hauler gets meaningful efficiency gains, higher payload capacity, and a package clearly engineered around Tesla’s autonomy ambitions.
While the original Semi entered limited production back in 2022, this is a full-scale update with big aspirations and changes.
Efficiency is the biggest news. Tesla claims energy consumption drops to 1.7 kWh per mile, a 15 percent improvement over the current Semi. Paired with a 500-mile range rating, the update positions the new truck more competitively against rivals from Daimler and Volvo.
Drive power holds at 800 kW, but Tesla says that internal improvements under the skin, such as cooling, software, and thermal routing, provide more consistent performance under load.
Fast Charge Future
Another major upgrade is charging. The new Semi supports a peak rate of 1.2 MW (1,200 kW). That eclipses the current Megacharger output and allows for significantly shorter high-volume charging stops when paired with compatible infrastructure. Payload capacity also increases, though Tesla didn’t reveal by how much.
Visually, the Tesla truck looks a lot more like the rest of the family now. It gets a new Model Y-style front light bar, cleaner body surfacing, and a reshaped roof to improve aerodynamic flow. The black glass side panel is narrower, the bumper is reworked, and that continues to the wheel openings.
Tesla frames all of this as groundwork for a future autonomous freight platform. Amazingly, the brand and its CEO avoided reaffirming any specific Level 5 self-driving timelines.
How Fast Can It Build the Cybercab?
Elon Musk didn’t stop at teasing the Cybercab itself; he also boasted about how it would be built. According to him, the dedicated production line will operate on an astonishing sub-10-second cycle time, compared with the roughly one-minute rhythm it currently takes to assemble a Model Y.
If that target holds, Musk suggested, it could translate to an annual output up to five million Cybercabs, a figure that would eclipse the production pace of nearly any vehicle on the road today. Still, as with most of Musk’s projections, take everything said with a grain of salt.
Either way, it’s going to be a wild year for Tesla. From Semi production ramp-up to the launch of the Cybercab and the potential demo of the Roadster, there’s a lot to live up to and lots that could go wrong.
FRISCO, Texas — Michele Gay turned tragedy into teaching, as she recounted the loss of her daughter, Josephine, in the Sandy Hook Elementary shooting at the opening keynote during the Transporting Students with Disabilities and Special Needs (TSD) Conference.
Now the co-founder and executive director of Safe and Sound Schools, Gay discussed Friday afternoon her personal journey and how she overcame a point in her life when she couldn’t see a future after the murder of her daughter, 19 of her classmates, and six school staff members. What helped her, she said, was rethinking school safety with another mother, Alyssa Parker, who also lost her daughter in the shooting.
Gay, who started her career as a special education teacher at age 21, said she had no training for how to keep children safe. She noted that the school district and those of the companies at the conference have something stated in their mission statements relating to safety. Yet, many forget to mention the how.
“Our Super Bowl is safe kids at school,” Gay said as she showed a chart outlining the framework for a comprehensive school safety plan and development.
She noted that if a child has a monitor or aide, often those school employees are viewed as the sole safety plan. However, she cautioned that mentality as when it comes to safety, “We’re all in this together.”
School safety is everybody’s job, and it’s the core of what people do. She explained that safety is more than procedures owned by one team and it must be embedded across all aspects of school districts. She advised rethinking how safety is taught, and said that it should be developmentally appropriate, low-stress and skill-based.
Don’t DIY safety, she said, adding that it’s important to coordinate and comply. Be vocal about safety and work through codes and compliance with experts and partners. A properly secured door, for example, is a simple but powerful layer of protection. Gay asked those in the room to be loud when it comes to student safety to and represent what they know.
Keep it simple and non-sensational was another message she encouraged throughout her keynote. Use clear, action-oriented language and minimal supporting icons, she said. Avoid evocative images or drama that create trauma; focus on behaviors and steps kids can take.
She broke down the key considerations for creating a safety plan.
Ask the experts: Who are the experts on your students and your community? In terms of transportation, she said it’s usually the school bus drivers who know the children the best.
All-Hazards Approach: Be prepared for anything. Comprehensive planning, skills and knowledge building, and generalization of skills.
Teaching before Training: Equipping students, building confidence and trust, setting up for successful drills and exercises, building the life skills of safety. Gay said it’s not about pop quizzes, but instead talking to students beforehand on what the training entails and why the bus is built a certain way, for example.
Skills for Life: Tools in the toolbox. Increases safety across settings and circumstances.
No Drama, No Trauma: Focus on skills and behaviors. Skip the sensorial and sensational. Avoid evocative images. Consider your words. What do you want students to do if they’re in danger? She noted it’s not just about doing an evacuation drill, but instead talking about the behavior and steps that students need to take.
Words Matter: Keep it simple. Use action-oriented words. Avoid dramatic words and phrases. Support text with simple images (icons, symbols) and keep them to three. Like Stop, drop and roll. Everyone remembers this saying, but how many actually had to do it?
If you can’t get on board with all those considerations, where do we start, she asked. She said it’s about meeting students where they are. She discussed the ladder of levels, where students can be on different rings based on their age and abilities. Use the ladder to tailor expectations and training intensity, Gay advised.
In terms of training exceptional students, she said standard plans often miss students with disabilities or unique needs. Her daughter Josphine had many exceptional abilities, as she called them, she was diagnosed with autism and later with global apraxia and apraxia of speech. Gay advised creating individualized, portable plans so any staff (including substitutes) know the supports required.
The inclusive safety planning six-step process includes:
James Page, director of transportation for Putnam City Schools in Oklahoma, shared with STN following the keynote that he found the emergency plans for students with disabilities as his biggest takeaway.
“It was something that in the 20-plus years that I’ve been in school transportation that I’ve never thought about,” Page said. “It was eye-opening to see that. So as soon as I hit the ground Wednesday morning back at my district, that’s going to be one of the first things that I’m going to be working with my SPED department about. Sitting down and coming up with evacuation plans for our special education students.”
Gay also discussed the importance of transportation being involved in the student-parent reunification process and emergency planning. She recommended attendees engage in tabletop exercises, something that can be done on the school bus. For instance, ask students if the school bus was to catch fire right now, what would they do?
She noted it’s important to communicate with families and staff during crises, planning out how to speak with one another. She advised against one off, dramatic messaging for kids and instead recommended repeated, skill-based learning.
Overall, Gay advised attendees to start small and collaborate. Gather your team, introduce simple action words and icons, run low-stress practice, then expand it to scale, she said. Action checklists include forming a multi-disciplinary team (including transportation), inventory students’ access/functional needs, draft quick individual safety plans, practice tabletop scenarios on buses and standardize simple action-based messaging for each developmental level.
The day was followed by a keynote presentation by Michele Gay, who discussed developing and delivering safety curricula and training. The night ended with a Ride & Drive and Welcome Party at Topgolf The Colony.
1 of 26
Attendees on the first day of the TSD Conference on Nov. 7, 2025.
VW canceled plans to offer electrified versions of the Amarok.
Current model shares its underpinnings with Ford’s Ranger.
Hybrid Amarok on Chinese underpinnings to launch in South America.
Volkswagen has stepped back from its earlier plans to introduce fully electric or plug-in hybrid versions of the global-spec Amarok, choosing instead to stick with its familiar lineup of diesel and gasoline powertrains for now. The decision keeps the pickup rooted in its traditional formula, at least for this generation.
Unlike the South American Amarok, which still rides on Volkswagen’s own ladder-frame platform, the global model is built on the same underpinnings as the Ford Ranger.
Ford’s pickup truck already offers a plug-in hybrid setup combining a turbocharged 2.3-liter gasoline engine with a single electric motor, producing 277 hp (207 kW / 281 PS). A modest 11.8 kWh battery enables around 40 km (25 miles) of electric-only driving.
Why Skip Electrification?
Earlier this year, reports suggested Volkswagen was seriously evaluating an electrified Amarok, especially given it already had access to the Ranger’s compatible hybrid system. Yet that interest appears to have faded.
According to Australian outlet CarExpert, Nathan Johnson, Volkswagen Commercial Vehicles’ brand director, explained that CEO Stefan Mecha “made it clear … the PHEV and BEV Amarok is no longer being discussed at this point in time, in this generation,” emphasizing that it’s a global decision.
That doesn’t mean the idea is gone for good. Johnson hinted that the door remains open for the next Amarok, which could arrive near the end of the decade.
The current generation debuted in 2022, so a successor is still some years off, but by then electrification will likely be standard practice among midsize pickups, making a hybrid or electric version all but inevitable.
Another Hybrid Amarok Is Under Development
Volkswagen’s approach looks different in South America. There, the company continues to evolve the first-generation Amarok, which remains in production on VW’s original chassis. A refreshed version of that truck launched last year, and an all-new hybrid successor is already scheduled for 2027.
The upcoming truck will ride on a ladder-frame chassis sourced from Chinese automaker SAIC, as part of its collaboration with Volkswagen. However, it will be manufactured at the General Pacheco factory in Argentina, backed by a $580 million investment.
Early teasers point to a close relationship with the Maxus Interstellar X, LDV Terron 9, and MGU9 pickup twins, though Volkswagen will apply its own design language to set it apart. The new hybrid Amarok will be limited to South American markets, sidestepping overlap with the global version.
Elon Musk secures the largest pay package in corporate history.
Around 75 percent of shareholders approved the $1 trillion deal.
Musk must boost Tesla’s value and build 1 million AI robots.
Feeling smug about that 2 percent pay rise you just squeezed out of your boss? You won’t be when you hear that Tesla shareholders have voted to pay CEO Elon Musk up to $1 trillion over the next decade if the company hits a series of extremely ambitious market-value and performance milestones.
Around 75 percent of investors voted in favor of the award, which ties Musk’s payout to Tesla hitting long-term valuation goals rather than fixed salary or bonuses.
To access the full $1 trillion, Musk will need to boost the automaker’s market value from $1.4 trillion to $8.5 trillion and push it to make 20 million cars, a big jump from the 8.5 million it has produced in its lifetime.
Other stipulations include achieving 10 million FSD subscriptions, putting 1 million Robotaxis on the street and delivering 1 million Optimus robots, CNBC reports.
The payout will happen in stages and won’t come in the form of giant check or pile of bills. Instead Musk will be awarded “hundreds of millions” of additional Tesla shares, which could lift his stake in the firm form 13 percent today – already making him the biggest single shareholder – to as much as 29 percent in a decade’s time.
The vote comes after senior Tesla’s board members publicly warned that without the deal, Musk might shift his focus elsewhere. This is a man, after all, with plenty of other gigs on the go, including SpaceX, Neuralink, and xAI, an OpenAI rival some Tesla shareholders want the automaker to invest in.
A controversial CEO
But the approval arrives at a delicate time for Tesla. Sales have been weaker than expected in key markets, despite the company recently giving the Model Y and Model 3 major updates meant to boost demand.
Prices have been cut repeatedly, margins have thinned, and both legacy Western brands and younger Chinese ones are now producing their own EVs and eating into Tesla’s pie.
And then there’s the Cybertruck. The stainless steel truck generated a ton of media coverage, but demand has failed to live up to the hype.
On top of that Tesla has been hit by multiple lawsuits about crashes allegedly related to its cars’ driver assistance tech, US regulators are also investigating the safety of those same systems and a recent study showed Musk’s right-wing affiliations have cost the company billions of dollars in lost sales.
Banking on AI
So why are shareholders still willing to back a jaw-dropping compensation deal? Two words: Robotaxi and AI. Musk has repeatedly said Tesla is on the brink of full self-driving automation and many investors believe only Elon Musk can lead that transformation.
If Musk can turn that vision into reality, the trillion-dollar pay plan suddenly stops sounding theoretical. But that’s a big if, and here’s another slightly smaller one: if you were a shareholder, would you have voted to approve Musk’s mega-pay package? Leave a comment and let us know.
Finding what you’re looking for, or discovering something new, has never been easier.<br><br><a href="https://ourworldindata.org/introducing-new-search"><img src="https://ourworldindata.org/cdn-cgi/imagedelivery/qLq-8BTgXU8yG0N6HnOy8g/31f2adef-3472-48f6-1dfc-e04a61045f00/w=1024"/></a>
Two California farmworkers were celebrated as local heroes after saving 20 children from a burning school bus in Madera County north of Fresno last month, reported ABC News.
Carlos Perea Romero and Angel Zarco were honored on Oct. 21 by the Madera County Board of Supervisors for their quick thinking and bravery during the Sept. 4 incident, when they pulled students to safety from a school bus engulfed in flames.
“All the students made it out safely without any injuries due to the immediate action taken by the farmworkers and the bus driver,” the Board said via the article. “The Board of Supervisors recognize the two men for their selfless courage and bravery, demonstrating the highest ideals of public service, compassion and community spirit.”
Romero and Zarco were reportedly driving to work when they spotted thick smoke rising from the school bus. Without hesitation, they rushed to the scene and began evacuating the trapped children, battling heat and smoke to reach those seated in the back rows.
“We are profoundly grateful to the two farmworkers whose heroic actions saved the lives of more than 20 children,” said Madera County Sheriff Tyson Pogue via the news report. “Their quick thinking, bravery, and compassion in the face of danger exemplify the very best of Madera County.”
Zarco recalled the urgency of the moment.
“We were just making sure the kids were far away enough so that they wouldn’t get hurt,” he said.
Romero added, “One more moment that would have lasted, I don’t know what would have happened.”
Both men downplayed their heroism, saying they were simply doing what needed to be done. According to the article, CAL FIRE Division Chief Larry Pendarvis also praised the pair, saying their “situational awareness and fortitude” made the difference in saving lives. The cause of the fire remains under investigation.
At the National Association for Pupil Transportation Annual Conference and Trade Show (ACTS) in Grand Rapids, Michigan, keynote speaker Darryl Bellamy inspired the audience with creating transparency around common fears and how to move forward from fear paralysis.
Bellamy said during his Nov. 1 presentation that over his career he has collected 75,000 fears handwritten by individuals from a wide variety of backgrounds and careers. He explained that across the ages, from 8 years old to 80, the fears seem to fall into the same categories. He led attendees through multiple interactive exercises to analyze their individual reactions to fear.
After the first exercise, where attendees closed their eyes to visualize what thoughts the word “fear” triggered, Bellamy explained that generally people have a negative feeling when it comes to fear. However, he said, fear is not the enemy. Inaction is. Fear is a natural response, a check-engine light to signal us that we are feeling discomfort or unsafe and is something we need to survive as humans. But it cannot stop us from pushing through.
“What I truly want is for you to not feel fearless, but to fear a little less,” said Bellamy.
The symbolic fire where attendees placed their unspoken fears
The next exercise had each member of the audience write down their greatest fears on pieces of paper and then place them in a symbolic fire on the stage. Bellamy read aloud some of these written responses, noting the common themes and statements made. These included fear of how we are perceived, fear of not accomplishing goals, fear of appearing incompetent, fear of not being good enough, fear of losing a job or income, fear of making mistakes and fear of letting others down.
Volunteers from the audience stood up to voice their biggest fears, and Bellamy asked the rest of the attendees to affirm their agreement with each fear by snapping their fingers. This demonstration, he said, proves that while fear can feel very isolating, oftentimes we are facing similar fears as do the people around us.
One attendee said, “My biggest fear is that someone is going to outwork me, that they’re smarter than me.” Another said “People who know me see me as strong, powerful but inside I feel like an imposter. I’m so scared, so anxious.” Many of the attendees nodded in agreement with the statement, “I fear that I’m not being an effective enough leader for my team,” and “I fear that my best won’t be enough.”
“You’re never alone in your journey. We just don’t talk about it enough. The fears we hide are the ones that connect us the most. Don’t keep it in your head, talk with someone about it, you give it less your power and we can work through it a little bit easier,” said Bellamy.
Bellamy said the first step is to “trace” or identify the fear, name it and break out of the “fear loop,” which he defined by feelings of stress, helplessness, distrust, dread, panic and anxiety. The next step is to “embrace” by managing your response and taking action.
He explained his 5-Second Rule. “When a thought comes into our head, we usually talk ourselves in or out of it in five seconds.” He used the metaphor of a retreat, where individuals were on a high-ropes course, and one woman was too afraid to let go of the rope to get back off the course. Bellamy said he counted out loud from five to one, and her instinct helped her let go. He explained that when we’re in a fear loop, our bodies often show physical signs of tension. Making a small change, such as deep breathing or smiling, can unlock the ability to take action. This action, Bellamy explained, may not always be perfect, but it promotes learning and growth as opposed to inaction.
Bellamy gave his list of the five questions he encourages attendees to ask themselves in a moment of fear:
1. What exactly am I afraid of?
2. What if it goes well?
3. If I failed, how would I grow?
4. What would be my first steps?
5. What regret would I have if I didn’t take action?
The final step, said Bellamy, is “grace,” being kind to yourself and bouncing back when things don’t go perfectly. He said reminds himself that we’re all on the same journey of life iwith the statement, “I made the best decision with the information and who I was at the time.”
Often, the uncertainty and the regret of inaction is what will cause more stress in the long run, he said. He referenced a study that asked subjects to write down all the things they were worried about and then track those events over the next 30 days. The study found that only 15 percent of the worries came to fruition while 79 percent turned out better than expected. He ended with words of encouragement. “You’ve survived 100 percent of your bad days. The goal is not perfection, it’s progress,” he shared.
Keynote speaker Darryl Bellamy, wearing tie, poses with, left, school bus driver Crystal Foster, and, right, bus monitor Joclyn Johnson and transportation director David Poag from Spartanburg School District 6 in South Carolina. Johnson and Foster were recognized at NAPT ACTS with the Heroism Award, sponsored by Blue Bird, for saving three children from a house fire while driving their route.
ABBOTSFORD, B.C. – Gatekeeper Systems Inc. (“Gatekeeper” or the “Company”) (TSXV:GSI) (OTC:GKPRF), a leader in video and data solutions for school buses, public transit and smart cities, is pleased to announce the appointment of industry professional Hamish Dobson to its Board of Directors as an independent director.
Mr. Dobson has extensive security industry experience with senior leadership roles in engineering and product management at Motorola Solutions, a global leader in public safety and enterprise security solutions, and Avigilon prior to its acquisition by Motorola Solutions in 2018. Most recently, Hamish was Corporate Vice President of Video Security and Access Control for Motorola Solutions, where he led a worldwide engineering team who delivered AI-powered physical security solutions for the global market. Doug Dyment, Gatekeeper’s President and CEO commented, “We are very happy to have Hamish join our Board of Directors. His extensive experience in video analytics, scaling product teams, and product-led growth strategies will be a valued addition to our Board as we execute on our platform-as-a-service (PaaS)
product strategy”
Hamish Dobson commented, “I have followed Gatekeeper’s impressive growth in transit and school bus video solutions for several years and I look forward to contributing my support as director.” In conjunction with the appointment, the Company has granted 100,000 incentive stock options to Mr. Dobson, exercisable at $2.53 for a term of 5 years from the date of grant. The stock options are subject to vesting conditions and approval of the TSX Venture Exchange.
About Gatekeeper Systems Inc.
Gatekeeper is a leading provider of video and data solutions for a safer transportation environment for children, passengers, and drivers on public transportation fleets. Gatekeeper has provided solutions to more than 60 transit agencies and 3,500 school districts throughout North America and has installed more than 63,000 Mobile Data Collectors for customers which record video and data daily from over 200,000 onboard devices. The Company’s hosted software applications facilitate AI-assisted video analytics for incident management and storage. The Company’s Platform-as-a-Service (PaaS) business model is centered around the Mobile Data Collectors, which are the cornerstone of its data company transformation. www.gatekeeper-systems.com
A Fleet Electrification Accelerator launched by Connecticut Green Bank earlier this year provides school districts with a free planning and deployment support program for local school bus fleets, with a focus on distressed municipalities.
The program is designed to help Connecticut school districts transition to electric school buses by offering technical, financial and operational guidance. It helps school districts overcome the various barriers to electrification such as EV adoption, infrastructure planning, vehicle procurement and cost analysis.
As of Tuesday, Preston Public Schools and the Connecticut Technical Education and Career System joined the Fleet Electrification Accelerator Fall Cohort. CTECS serves over 11,000 students across 17 technical high schools and one technical education center.
“The Green Bank is proud of the electric school bus investments we have made in 2025 through the Fleet Electrification Accelerator, which will help communities strive towards a cleaner future,” stated Bryan Garcia, president and CEO of the Connecticut Green Bank. “The participation of Preston Public Schools and CTECS reflects a growing commitment among Connecticut’s educational institutions to reduce emissions and deliver public health benefits through improved air quality while continuing to focus on the safe, reliable transportation of their students to and from school.”
Through the program, Preston Public Schools and CTECS will receive everything from electric school bus basics, vehicle and charger recommendations, a road map, on site assessment, procurement timelines and funding and incentive opportunities.
“Preston Public Schools is one of approximately 10 school districts that owns and operates its fleet of school buses,” said Roy Seitsinger, Preston’s superintendent of schools. “The initial assessment shows the location of our transportation department to be the third best location statewide to provide the necessary power for electrifying our future fleet needs. We are proud to be one of the first school districts to partner with Connecticut Green Bank.”
Recruitment for the spring 2025 Fleet Electrification Accelerator is currently underway. The program is sponsored by CALSTART.
The 2026 i4 lineup gains both extra power and extended range.
Now travels up to 333 miles per charge with improved efficiency.
The new i4 M60 delivers up to 593 horsepower in Sport mode.
BMW introduced the updated i4 lineup earlier this year and now the company has announced US specifications. They’re worth getting excited about as customers will find more power and range.
Kicking things off with the entry-level i4 eDrive40, the model gains more efficient SiC inverters from the i5. Thanks to the change, the car offers up to 333 miles (536 km) of range when equipped with 18-inch wheels. That’s an improvement of 15 miles (24 km).
Upgrading to 19-inch wheels comes at a cost as the range falls to 307 miles (494 km). However, that’s still 12 miles (19 km) more than last year’s model.
Meet The New i4 M60
The i4 M50 gives way to the new i4 M60, which gains power as well as new SiC inverters. Starting with performance, the car now produces 510 hp (380 kW / 517 PS) at start-up. That’s a sizable increase of 41 hp (31 kW / 42 PS).
When My Modes Sport is selected, the output climbs to an impressive 593 hp (442 kW / 601 PS). That’s up 57 hp (43 kW / 58 PS) and it means the car can rocket from 0-60 mph (0-96 km/h) in a mere 3.6 seconds. To put that into perspective, that’s a half second faster than the standard M3 and is almost as quick as the M3 Competition xDrive.
Aside from the extra oomph, the model is more efficient than its predecessor as M60s with 19-inch wheels have 278 miles (447 km) of range. With 20-inch wheels, the model maxes out at around 232 miles (373 km). Those are improvements of 11 miles (18 km) and 5 miles (8 km), respectively.
Besides increased range and performance, there are a handful of other minor updates. All models now come with a Seal & Drive Tire Kit, while a Drive Recorder has been added to the Parking Assistant Professional package. Customers can also get optional glass controls on all i4 models.
On the styling front, there isn’t much to report. However, black mirror caps and M Sport brakes with blue calipers are now part of the Shadowline package on the i4 eDrive40 and xDrive40. These items are also available as standalone options.
The 2026 i4 will go into production in November and pricing starts at $57,900 for the i4 eDrive40. The i4 xDrive40 will set you back $62,300, while the range-topping i4 M60 begins at $70,700.
Britain may soon announce new EV mileage fees in this month’s budget.
EV drivers’ annual running costs could rise by about £240 under the plan.
They’ll still pay less than ICE owners spending roughly £600 on fuel duty.
Electric car owners in the UK may soon find their zero-emissions glow dimmed slightly by the Labour government. Chancellor Rachel Reeves is reportedly preparing a pay-per-mile tax for EVs to help plug the giant hole left by declining fuel duty receipts.
With more drivers ditching petrol pumps for charging cables, the Treasury suddenly finds itself missing billions in the “please drive somewhere so we can tax you for it” department.
The reported figure being floated? Around 3 pence ($0.04) per mile, which at 8,000 miles (12,900 km) a year would equate to a £240 ($315) bill. T
he government is expected to argue that while UK EV drivers might be disappointed by the new charge, they’ll still get a better deal than drivers of petrol and diesel-engined vehicles who pay around £600 ($784) per year in fuel duty.
But there’s no doubt the news first reported by The Daily Telegraph, if true – and these kinds of stories are usually leaked from within government – will be another blow to EV drivers, who from this year have been forced to pay the annual Vehicle Excise Duty previously only payable by petrol and diesel drivers.
Factor in that £195 ($255) annual VED bill, and an EV owner covering 8k miles a year could be asked to pay £435 more to drive their car in 2028, when the scheme is alleged to go live, than they did in 2024.
On the positive side, the new Labour government did introduce grants of up to £3,750 for buyers of new electric cars three years after the previous government axed the original scheme.
It’s not clear how such a scheme would be monitored; reports suggest that it would be up to drivers to volunteer their own mileage estimate figures for the coming year, rather than the government electronically tracking them. If they were later found to have driven more or fewer miles than estimated, they could either get a rebate or a bill.
EV drivers aren’t the only ones left dismayed by the still-unofficial news. The UK’s Society of Motor Manufacturers and Traders (SMMT) said it recognized the need for a rethink over vehicle taxation.
However, it described pay-per-mile as “entirely the wrong measure at the wrong time,” one that would end up “deterring consumers and further undermining industry’s ability to meet ZEV mandate targets, with significant ramifications for perceptions of the UK as a place to invest.”
Honda revealed a new platform to support its next hybrid models.
It’s lighter, stiffer, and engineered to deliver sharper handling.
A camouflaged Civic mule previews the platform’s next evolution.
Honda used its Automotive Technology Workshop to share new details about a next-generation platform that will form the backbone of its upcoming hybrid range. The new architecture is set to underpin models such as the Civic, HR-V, CR-V, Accord, and several others, marking a major step in the brand’s transition toward cleaner and more efficient vehicles.
The new platform’s design centers on improved rigidity to sharpen handling, a development that will also influence Honda’s future EV structures. Engineers have managed to reduce overall weight by 90 kilograms (198 pounds) compared to the current setup.
According to Honda, these changes will make future models both more engaging to drive and more economical at the pump.
Honda has also drawn on its robotics expertise to introduce a new Motion Management System, designed to enhance stability and steering response. Complementing this is an upgraded Agile Handling Assist system, now paired with a pitch control feature to deliver steadier behavior across a variety of road surfaces.
Another focus area is modularity. The updated platform will allow for more than 60 percent parts commonality between models, streamlining development and manufacturing while reducing costs.
Next Civic Prototype
Among the vehicles being tested on this new foundation is a camouflaged Civic mule, previewed in these official photos you see here. The test car wears the body of the current Civic but features a noticeably bulkier front end, boxier bumper design, and a longer overhang. These changes are purely functional, meant to accommodate and evaluate the new underpinnings rather than preview final styling.
The extensions on the front and rear fenders hint at wider tracks, while the inserts on the hood could be related to aerodynamics.
The tail is carried over from the existing Civic sedan, but it gets dual tailpipes. Of course, the design of the final product will be different, as this vehicle is only intended for testing the new underpinnings.
Prelude Tricks Trickle Down The Range
The upcoming hybrid powertrain is expected to pair a 2.0-liter gasoline engine with electric motors, offering better performance with higher efficiency. It will also borrow certain traits from the Prelude coupe, including the Honda S+ Shift system. This feature mimics gear changes through sound and torque modulation, adding a familiar rhythm to the driving experience despite the absence of a physical gearbox.
The fake gearshifts will also find their way into the Super-One EV. The urban hatchback that debuted at the Japan Mobility Show will have a simulated seven-speed setup, an active sound control system, and a “Boost” driving mode, making the best out of the fully electric powertrain.
It rides on a lightweight platform evolved from the N Series kei cars, with a wider stance and a battery pack mounted under the floor. The Super-One will arrive in Japan from 2026, followed by the UK, Europe, and other Asian countries.
Honda’s long-term vision reaches well beyond product development. By 2050, the company intends to achieve full carbon neutrality across all its vehicles and corporate operations. In that same timeframe, it also aims for a world where traffic collisions involving its motorcycles and cars result in zero fatalities.
Renault unveils its smallest EV yet, a modern take on the original Twingo.
A single 81 hp motor gives 62 mph in 12.1 seconds, top speed 81 mph.
The 27.5 kWh battery charges at 50 kW, reaching 80% in 30 minutes.
Low-resolution images of Renault’s new Twingo E-Tech leaked earlier this week, proving that the production car delivers almost all of the want-one factor that made the 2023 concept such a hit. But that leak only gave us half the story.
Today Renault gave its new baby EV a proper debut and filled us in on all the technical details that reveal whether the Twingo has some substance to go with that style.
We’ll not dwell too much on the exterior in light of the earlier leak and the fact that you can make up your own mind about the appeal of the cartoonish DRLs and whether you prefer the finished Twingo’s conventional door handles to the concept’s flush-fit versions.
However, we can probably all agree that the design works whether or not you remember the 1993 original it clearly apes, and to our eyes, it kicks BYD’s Dolphin Surf into next week.
The platform
So what is under the skin? Renault’s kept things simple, using a shortened version of the AmpR Small platform found under the 4, 5 and the 5’s Nissan Micra cousin. But where the 5 gives buyers the choice of 40 or 52 kWh batteries, the Twingo E-Tech makes do with a much smaller 27.5 kWh LFP battery to keep costs down and reflect its urban intent.
Small battery, solid city range
Renault says the pack has a new type of chemistry that is less dependent on cobalt and nickel and gives a WLTP range of 163 miles (262 km), versus 155 miles (250 km) for VW’s ID. Every1 concept, a thinly disguised preview of next year’s ID. Up.
DC charging is capped at a slothful 50 kW in the Twingo, but that should be viewed in the context of the battery size. Because it’s so tiny a 10-80 percent fill takes around 30 minutes.
How Quick Is It?
Power and performance figures follow a similar trend: they’re acceptable, but nothing special. We’re willing to bet Renault will add more powertrain options in time, but the sole setup available from launch consists of a single, front-mounted motor that makes 81 hp (82 PS / 60 kW) and a marginally more impressive 129 lb-ft (175 Nm). A Model 3 Plaid, it is not.
Zero to 62 mph takes 12.1 seconds, but let’s be honest, the Twingo’s natural habitat is the supermarket car park, not Silverstone.
Tiny, but only on the outside
The party trick here isn’t the drivetrain anyway – it’s the packaging. At just 3,790 mm (149 inches) long, with a 2,490 mm (98 inches) wheelbase and weighing only 1,200 kg (2,650 lbs), the Twingo squeezes in what Renault says is proper adult space that rivals the roominess of cars from the segment above.
And the two independently sliding rear seats that can move up to 170 mm (6.7 inches) to trade legroom for the luggage kind.
And there’s a ton of it. Up to 360 liters (12.7 cu-ft) or over 1,000 liters (35.3 cu-ft) if you fold the rear seats. Now those are impressive stats – a Fiat 500e has half the carrying capacity, the supposedly bigger Renault 5 only provides 326 liters (11.5 cu-ft), and even a bigger-again VW Golf only gives you 381 liters (13.5 cu-ft).
Renault says you can also access the 50-liter (1.8 cu-ft) underfloor storage area even when you’ve already got stuff in the trunk.
Inside, Renault has tried hard to retain as much of the concept’s pizazz as possible while also cutting out enough cost to bring the Twingo to the street for “less than £20,000,” according to the UK PR team.
The final bill could be much lower because earlier reports suggested Renault was targeting €20,000, which is only £18k/$23k, and what Renault needs to reach to compete with BYD’s Dolphin Surf.
Lipstick gearstick
The dashboard features color-coordinated trim, the roof lining hides a “Twingo alphabet” pattern, and the gear selector is a customizable “e-pop shifter” shaped like lipstick. Because why shouldn’t your car be allowed to have personality, eh VW?
Tech is handled by a 7-inch digital cluster and a 10-inch central screen, with Google Maps and Google Assistant on top trims.
The Twingo even has its own avatar sidekick named Reno, who can help with charging info or answer questions like a tiny electric French Jeeves, and delivers an electronic welcome fanfare courtesy of Jean-Michel Jarre.
Is Renault Onto Something?
To sum up then, the Twingo looks great and has a freakishly large trunk but won’t set any records for range or acceleration. But if Renault can keep that price low enough – we’ll find out in the coming months – it has all the makings of a massive hit, and one that could potentially steal more than a few sales from the more expensive 5 E-Tech.
We’re looking forward to seeing how VW’s ID.Up compares when the two go head to head in 2026.
Login
