The Trump administration wants to allow deep-sea mining for critical minerals near the American territories of Guam and the Northern Mariana Islands. Residents are worried about environmental impacts.
Heliox, A Siemens Business (Heliox), a leader in EV charging solutions, will showcase its latest fleet and commercial EV charging innovations at the EV Charging Summit & Expo, taking place March 17–19, 2026, in Las Vegas, Nevada, at Booth 641. The company will feature its versatile Heliox 60 kW DC chargers, including the new dual-port pedestal and single-port mobile units. It will also showcase its next-generation Heliox 44 kW V2G bidirectional DC charger and the powerful VersiCharge Blue 80A AC Series. Together, these solutions underscore Heliox’s commitment to reliable, future-ready infrastructure for fleets, depots, and commercial sites.
Heliox will spotlight its 60 kW chargers, delivering compact, adaptable DC fast charging for cars, buses, and trucks, making it ideal for depots, maintenance yards, and temporary or evolving sites. The lineup now includes the new Heliox 60 kW Dual, which offers two outlets for parallel charging and dynamic power sharing (1×60 kW or 2×30 kW) to optimize CAPEX utilization and serve more vehicles from a single unit. Available in both hardwired and portable configurations, in networked or standalone operation, and in single- and dual-connect variants, the system can be deployed as a single unit or in multiples and mounted on a wall, pedestal, or mobile cart to match each fleet’s power availability and long-term growth plans.
Heliox will showcase its 44 kW V2G DC charger, a next generation bidirectional solution that enables vehicles to both charge quickly and discharge energy back to the grid or facility, helping fleets turn parked EVs like school buses, into flexible energy assets. Designed and manufactured in the United States, the system supports grid services and new revenue opportunities while offering a compact design and intuitive operation to support long term reliability in demanding fleet environments.
Building on this DC fast charging and V2G foundation, Heliox will also feature the VersiCharge Blue 80A AC Series, a powerful Level 2 AC charger engineered for fleets, school buses, and commercial EV applications. Delivering up to 80A and 19.2 kW of power with flexible installation options and connected smart charging features, the VersiCharge Blue 80A AC Series helps operators manage energy use, control costs, and seamlessly integrate AC charging into modern depots, yards, and workplaces.
As part of the event program, Job van Campen will join other industry leaders on a panel session titled “V2G: Harnessing EVs as a Grid Resource for Reliability and Resiliency” on March 19, 2026, at 11:00 a.m. PT. During the session, he will explore how vehicle-to-grid technology can transform EV fleets into dynamic grid assets, enabling operators and utilities to enhance reliability, support the integration of renewable energy, and create new economic value from existing fleet investments. Attendees can visit Booth 641 to continue the conversation with Heliox experts and see how solutions like the Heliox 44 kW V2G can support real-world use cases, from demand response and peak shaving to backup power during outages.
Across its 44 kW V2G, 60 kW DC chargers, and VersiCharge Blue 80A AC Series platforms, Heliox, A Siemens Business, continues to deliver smart, efficient, and reliable charging solutions backed by global expertise and robust local support. With UL compliant, Build America, Buy America ready products, advanced connectivity, and comprehensive service offerings showcased at Booth 641, the company is positioned to help fleets, operators, and commercial customers scale electrification with confidence as infrastructure demands grow.
About Heliox, A Siemens Business:
Heliox, A Siemens Business, delivers world class EV charging equipment, services, and robust solutions for a broad range of EV fleets. Our portfolio encompasses all aspects of smart and efficient AC and DC charging infrastructure, including IoT-connected hardware, software, and a comprehensive service offering. Designed and manufactured in North America, Heliox builds UL and CSA compliant products that also meet Build America, Buy America Act (BABA) standards. Heliox’s high-quality, field-proven charging products are now backed by Siemens’ financial strength, global reach, and long-term stability—delivering the best of both worlds. For more information, visit www.heliox-energy.com.
The post Heliox, A Siemens Business, Showcases Advanced Fleet and Commercial EV Charging Solutions at EV Charging Summit & Expo 2026 appeared first on School Transportation News.
Donut Lab, a small Finnish startup claiming to have developed the first solid-state battery for electric vehicles, has released results from a new test aimed at addressing doubts about its technology. The company says the data shows its battery retains 97.7 percent of its charged capacity after sitting idle for 10 days. Even so, skeptics may still need convincing.
Read: Donut Lab Claims It Verified A 7-Minute Solid-State EV Battery Charge
This third test follows Donut Lab’s recent demonstration of how quickly its solid-state cells can charge. It is intended to counter reports suggesting the company has not built a true battery at all, but rather a supercapacitor. To address those claims, Donut Lab worked with the Finnish Technical Research Centre (VTT) to measure how slowly the cell loses charge while idle.
Measuring Idle Voltage Loss
For the self-discharge test, a cell was charged to approximately 50 percent and then left idle for 240 hours. During the test, temperatures ranged between 22-28°C, and the cell’s voltage was recorded every 10 seconds.
The results are interesting. During the first hour, the battery’s voltage dropped by 103 mV, though the company says this is largely due to voltage relaxation rather than true self-discharge. By the end of the 240-hour test, the voltage had fallen by an additional 12 mV, representing a total loss of 2.3 percent over the 10-day period.
While this is a solid result, it’s not incredible. Typical lithium-ion battery cells can lose around 5 percent of their charge within the first 24 hours, after which the self-discharge rate typically slows to between 1-2 percent per month. Donut Lab argues the results still demonstrate that the technology is not a supercapacitor, which would normally lose far more charge when idle.
“Since we unveiled the Donut Battery, there has been a lot of speculation and theories about whether it is a supercapacitor,” Donut Lab chief technology officer Ville Piippo said. “In all its simplicity, this test proves that it is a battery. Supercapacitors charge and discharge quickly, but they also lose their charge quickly when not in use. The Donut Battery behaves like a battery and can maintain a charge for significantly longer.”
Sometimes the most interesting vehicle in a lineup is not the flagship. Porsche understands this well, which explains the broad mix of trims across much of its range. Now the electric Cayenne gains another variant called simply the S.
Unveiled as the third member of the family, it sits between the base model and the Cayenne Turbo Electric. Even so, it still delivers the sort of power and pace normally associated with something far less practical.
More: Porsche Turns Cayenne EV Coupe Into A Hypercar Hunter
On paper, at least, the numbers are strong. The dual-motor all-wheel-drive setup produces 536 hp (400 kW) in normal operation and up to 657 hp (490 kW) when Launch Control is activated. That’s enough to send the large electric SUV from 0–60 mph (0-96 km/h) in just 3.6 seconds, with a top speed of 155 mph (250 km/h). That’s serious oomph for a large family hauler, and Porsche managed it by borrowing a bit from the top trim.
In comparison, the base Porsche Cayenne Electric produces 435 hp. Engage the overboost function and it will run from 0-60 mph in 4.5 seconds, cover the quarter mile in 13.2 seconds, and eventually top out at 143 mph (230 km/h).
Both electric motors are permanent-magnet synchronous units, and the rear one uses direct oil cooling to manage heat under heavy loads. Unlike most EV motor cooling systems, Porsche’s setup extracts heat directly from current-carrying components. That helps the car sustain performance through better efficiency. The rear inverter also uses silicon-carbide semiconductors that can handle a current of up to 620 amps.
Those looking to really make their new Cayenne S shine can add a few different packages, including Porsche Active Ride suspension, Porsche Torque Vectoring Plus, Porsche Ceramic Composite Brakes, and the Sport Chrono Package with push-to-pass. Notably, that last one boosts output by an additional 120 hp (90 kW) for up to ten seconds.
Charging And Design
The Cayenne S is not only quick off the line. It is also fast at the charger. It uses a 113 kWh battery pack that can charge from 10 to 80 percent in under 16 minutes when connected to a suitable high-speed charger, matching the base model.
The system supports charging speeds of up to 400 kW. The vehicle features a NACS-style connector on the driver’s side and a J1772 port on the passenger side, while a a CCS adapter is also provided with each vehicle. The automaker has yet to confirm the driving range.
Visually, the S gets model-specific touches such as Volcano Grey Metallic trim on the front and rear fascias and 20-inch Cayenne S Aero wheels. Buyers can choose from 13 exterior colors along with multiple interior customization options. One new personalization option is the “Interior Style Package,” a curated design from Porsche Exclusive Manufaktur that mixes black leather with green accents and matching stitching throughout the cabin.
How Much Does It Cost?
The new Cayenne S Electric is now available to order, priced from $126,300 before a $2,350 delivery fee, with U.S. deliveries expected to begin in late summer 2026. That’s $17,300 more than the base Cayenne Electric. Porsche has also confirmed the 1,139 hp Cayenne Electric Turbo, which is due to arrive later this summer at a price yet to be announced.
Scout’s relaunch is quickly turning into Schrödinger’s cat as it’s either on schedule or delayed. Now, the company is essentially claiming its both.
That’s absurd, but it follows a report last month that claimed the Traveler and Terra were being delayed by approximately one year due to “technical problems.” Scout lightly pushed back on this without confirming or denying anything, and their website continued to say initial production is targeted to begin in 2027.
More: Scout’s Launch Reportedly Pushed Back As Questions Grow
Fast forward to today and Scout CEO Scott Keogh has revealed customer deliveries likely won’t begin until 2028. The Drive reports the executive also decried the so-called “communication game of ‘What exact day and what hour are you launching the car?’”
That comes across as rather disingenuous as Scout is asking people to place deposits and wait years for the vehicles to be launched. A delay likely means a lot to customers, so dismissing the importance of when the models will arrive is a bad look for the automaker.
However, Keogh went on to suggest people wrongly assumed the vehicles would be launched in 2027. Instead, he said prototypes will roll off the line this year and continue into 2027.
Scout’s own website states initial production is targeted for 2027, but is “subject to change.” The company even throws in a sizable disclaimer saying “All forward‑looking timelines, including development milestones and future production plans, reflect current expectations and are subject to change. Actual production timing, vehicle availability, and final specifications may differ based on various factors.”
As for those rumored technical problems, Keogh said there are “hurdles every minute of every day.” However, he suggested this is business as usual.
Keogh went on to say “The most important thing to me is one, we’re on course, and we’re on plan. Number two, put a killer product in the hands of a customer, that’s an absolute home run, without a doubt.”
Of course, it’s hard to get excited about a product if you’re not sure when it will arrive and the company appears to be playing word games to cover their butts.
Jaguar’s electric rebirth is running behind schedule, but new details are starting to emerge about their four-door GT. It’s slated to debut later this year and the company has promised it will be “fearlessly unique and emotionally engaging.”
While that remains to be seen, Evo recently took a spin in a prototype and shared an assortment of specifications. They’re reporting the model will measure around 204.7 inches (5,200 mm) long, which would slot it between the short- and long-wheelbase XJ. The latter variant measured 206.9 inches (5,255 mm) long, while the shorter version came in at 202 inches (5,130 mm).
More: Jaguar’s New Electric GT Is Learning To Slide Before It Can Strut
The luxury sedan will ride on the 850-volt Jaguar Electrical Architecture and feature a tri-motor powertrain with two motors mounted at the rear, enabling torque vectoring. Combined output is said to exceed 1,000 hp (746 kW / 1,014 PS) with around 1,000 lb-ft (1,354 Nm) of torque. That should make the flagship blisteringly quick, with 0-62 mph (0-100 km/h) reportedly arriving in the low three-second range.
Power is provided by a 120 kWh battery pack, which is said to provide a WLTP range of 435 miles (700 km). When the battery is low, a 350 kW fast charger can reportedly provide 200 miles (322 km) of range in less than 15 minutes.
While the beefy battery ensures a healthy range, it also means the car weighs around 5,952 lbs (2,700 kg). That’s around 2,039 lbs (925 kg) more than the old XJ LWB 3.0 Supercharged. It’s also worth noting the model will weigh about as much as the BMW i7 xDrive60, which tips the scales at 5,986 lbs (2,715 kg).
The publication goes on to say the car has a twin-chamber air suspension with Bilstein adaptive dampers as well as three drive modes known as Comfort, Dynamic, and Rain/Snow/Ice. They added most of the hard work is already done, but the software tuning is only 75-80% complete. That likely explains why the car missed its originally scheduled debut of late last year.
Toyota has officially opened pre-sales of its new all-electric bZ7 in China, priced between 179,800 and 239,800 yuan for the 600 Pro and 710 Ultra LiDAR trims respectively, or roughly $26,000 to nearly $34,800 depending on the version. That aggressive entry point immediately puts it in the thick of China’s hotly competitive EV market.
But this launch is not only about affordability. It represents a clear change in the way that Toyota is approaching electric vehicles in the region.
Read: Toyota’s New Flagship Electric Sedan Is Here But Not For Us
The bZ7 has a sleek fastback design, modern without being too dramatic. At just over 5.1 meters (200.8 inches) long, 1,965 mm (77.3 inches) wide, and 1,506 mm (59.2 inches) tall, with a 3,020 mm (118.9 inches) wheelbase, it carries the proportions of a proper executive sedan. Those dimensions place it squarely alongside rivals such as the Tesla Model S, BYD Han L, and BMW i5.
Inside, the layout is clean and technology-focused. A huge 15.6-inch central display is located at the center of the dashboard, backed by the compact driver screen and head-up display. The system runs off Huawei’s HarmonyOS Cockpit 5.0, something that is important for Toyota.
Legacy automakers have long struggled to get on top of Chinese-centric ecosystems which buyers love. The adoption of HarmonyOS Cockpit not only offers sharp graphics, quick response times, and voice control features, but it will also be able to natively integrate with China’s own ecosystem of connected apps and services.
A Serious Push Into China’s Connected Car era
Toyota’s integration with Xiaomi’s smart ecosystem means that the car itself is intended to integrate with compatible Xiaomi home devices. Drivers can control select functions of a smart home directly from the interface in the vehicle and also sync personal preferences across devices. It makes the car part of a wider digital lifestyle rather than being simply a transport tool.
Advanced driver assistance comes from Momenta’s R6 system, which uses a combination of sensors and roof-mounted lidar. Features include navigation-assisted driving support and automated parking features. Higher trims focus strongly on comfort too with zero gravity seats, massage and ventilation, a premium audio system, rear seat tray tables and even a built-in refrigerator focused on rear passengers.
Powering the bZ7 is Huawei’s DriveONE electric system in conjunction with lithium iron phosphate battery packs. Depending on the trim, Toyota is claiming a driving range of between about 600-710 km (373-441 miles) under CLTC standards (so take that with a grain of salt). Still, that puts it squarely in line with important domestic competitors. That’s paired with a 207 kW (277 hp) electric motor that provides motive power.
That headline range also nudges it into the territory of the dual-motor Model S AWD, at least on paper. The Tesla, of course, operates in a very different league when it comes to outright performance, with roughly 670 hp on tap. It also sits in a completely different price bracket, starting at 842,900 yuan, or around $122,000. That works out to roughly 4.6 times the base bZ7 and about 3.5 times the price of the top-spec version.
Are two separate Porsche sedans one too many? It’s a fair question, especially as the performance luxury world adjusts to the slower, slightly messier reality of electrification. The answer may well be yes, as the Zuffenhausen brand is reportedly considering a consolidation of its lineup that would see the Panamera and Taycan folded into a single model line, without actually turning them into the same car.
The whole “merging without actually merging” idea comes down to platform strategy. Porsche could build a future sedan family that follows the same dual-track playbook already used by the Macan and Cayenne, where combustion and hybrid models sit on one architecture while fully electric versions use another.
More: Porsche’s Most Extreme Taycan Yet Exists For A Very Personal Reason
The news marks a fairly notable pivot from Porsche’s earlier line on the matter. Back in 2024, Kevin Giek, Vice President of the Taycan Product Line, described the Taycan as a “long-lasting” nameplate, putting it in the same durability bracket as the 911. He also made it clear that the facelifted model would not be the end of the road, with Porsche planning to keep evolving it over time.
According to a report from Autocar, the rethink comes down largely to cost. Porsche recently took a €1.8 billion ($2.1 billion) write-down tied to delays in platform development, which tends to sharpen the pencils in Stuttgart rather quickly. Folding strategies together could help the company avoid the less appealing option of canceling one of the engineering programs outright just to balance the books.
Which One Will Survive?
We still do not know which badge Porsche might send to the great brochure archive in the sky, the Panamera or the Taycan. What we do know is which one buyers currently prefer. Last year the combustion-powered Panamera shifted 27,701 units, nearly 70 percent more than the 16,339 Taycans delivered in the same period. Taycan deliveries have dropped sharply over the past two years, a slide significant enough to make Porsche take a long look at its electrification plans.
The third-generation Panamera arrived in late 2023 riding on Porsche’s MSB architecture, and it is already penciled in for a mid-cycle refresh around 2027. The Taycan, meanwhile, first appeared in 2019 on the EV-dedicated J1 platform and received its facelift in 2024. Read between the lines and the likely scenario is fairly clear. Proper replacements for both sedans probably will not arrive until sometime after the end of the decade.
More: Porsche’s Panamera Is Crushing The Taycan EV, Now The 2028MY Wants To Squeeze Harder
What seems far more certain is the powertrain buffet. Whatever replaces today’s cars will almost certainly be offered with ICE, hybrid, and fully electric setups, giving buyers plenty of choice. Combustion-powered versions could sit on Porsche’s PPC architecture, while the EV variants would likely move to the newer SSP Sport platform. One sedan shape, several very different ways to make it go fast. Very Porsche, really.
What About The Design?
The two might occupy roughly the space and wear broadly similar shapes, but they go about it quite differently. The Taycan is the sportier-looking one, lower, tighter, and built with aerodynamics very much in mind. The Panamera, being the combustion car, stretches out a bit more. It is 89 mm (3.5 inches) longer, 44 mm (1.7 inches) taller, and rides on a wheelbase that is 50 mm (2 inches) longer.
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There are differences in body styles too. The Panamera can be had in long-wheelbase form for those who prefer their Porsche with a little extra rear legroom. The Taycan, meanwhile, branches out into Cross Turismo and Sport Turismo variants.
If Porsche does march toward a unified sedan line, some of those distinctions will probably have to shrink. Even so, the electric version could still wear its own visual identity, much like the new Cayenne Electric.
Whether the Taycan name ends up as a trim level or the Panamera simply absorbs its electric sibling altogether, the real takeaway sits higher up the strategy ladder. Porsche’s focus is no longer on pushing electrification at any cost, but on building a proper multi-energy lineup that gives buyers a choice.
Porsche has poured cold water on recent reports suggesting the entire electric 718 Boxster and Cayman project could be scrapped following the arrival of a new chief executive. While there’s still no confirmed timeline for the new models, Porsche says they will arrive first as fully electric vehicles.
It’s no secret that Porsche has faced challenges developing the next-generation Boxster and Cayman, particularly when it comes to capturing the character that defined their predecessors. The company has already scaled back parts of its EV strategy, and new CEO Michael Leiters, formerly of McLaren, was reportedly evaluating whether the project should proceed at all.
Read: Porsche’s New CEO Might Bury The Cayman, Boxster EVs Before They Even Launch
However, Car Sales recently spoke with Daniel Schmollinger, managing director and chief executive of Porsche Cars Australia, who said the project remains on track and revealed that he has already driven a prototype.
“We can’t tell yet when it’s coming, but I had the chance to drive it, and it is actually amazing,” he said. “So I had the chance to drive it on a race track, and it was just amazing. A Boxster type of car should give you the weight distribution, a very go karty feeling and it provides that. And with the electric engine, of course, it gives you even more dynamic driving.”
Electric And Combustion Models
Initially, Porsche planned to offer the next-generation Boxster and Cayman exclusively with electric powertrains. Later reports suggested that the duo’s top derivatives could also arrive with internal combustion engines. According to more recent claims, combustion engines may even appear in more affordable 718 variants.
Schmollinger’s media training paid off when he was asked to confirm plans for the ICE models, stating that “there’s no official announcement,” but noted “headquarters is basically constantly evaluating where the opportunities are. Every six months they look into what can we do and what do we not want to do, so there is opportunity out there,” he added.
While the likes of Tesla can sleep easily in the US, largely insulated from the surge of Chinese EVs sweeping through global markets, the situation looks very different overseas. In places like Malaysia, where we’re currently experiencing the BYD lineup firsthand, the competitive landscape is far more intense.
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You’re probably already aware that brands like BYD have moved quickly to market with smaller and more affordable electric vehicles. What’s becoming clearer, however, is that they also seem to have an answer for nearly every category Tesla occupies.
Take the Sealion 7. In East Asia, it’s a mid size electric SUV that carries the Ocean Series legacy into a more premium segment. Available in both rear wheel drive and all wheel drive Performance variants, the Sealion 7 brings BYD’s e Platform 3.0 Evo, Blade Battery, and its so called Ocean Aesthetics design language into a very capable package.
| › Model: | 2026 BYD Sealion 7 Performance |
| › Dimensions: | 190.2 L x 75.8 W x 63.8 in H (4,830 x 1,925 x 1,620 mm) |
| › Wheelbase: | 115.4 in (2,930 mm) |
| › Curb Weight: | 2,340 kg (5,159 lbs) |
| › Powertrain: | Dual electric motors / 82.56 kWh battery |
| › Output: | 290 kW / 690 Nm (509 lb-ft) of torque |
| › Performance: | 4.5 seconds 0–62 mph (0–100 km/h)* |
| › Charging | Rapid Charger (150 kW DC) |
| › Range | 283 miles (456 km) WLTP* |
| › On Sale: | Now |
Or, if we strip away the brochure language, it may simply represent the next major headache for the Tesla Model Y.
But with the EV market at its most competitive, and BYD no longer alone in its export ambitions, the real question is whether the Sealion 7 can go toe to toe not just with Tesla, but with the growing wave of Chinese rivals also establishing themselves abroad.
Sealion? Ocean Aesthetics? What Does Any Of That Mean?
Okay, it’s a bit complex, but let’s try to break it down: BYD has multiple lines. For the domestic market, it has models under the Dynasty lines, and then you have the Ocean series, which, as the name implies, takes aquatic styling cues with sea-creature-based names. Seagull, Dolphin, and yes, Sealion. There are multiple Sealions as well, with the 5 being a Honda HR-V-sized competitor that’s also available with a hybrid drivetrain, and the Sealion 6 being a larger SUV in the vein of the Nissan Rogue.
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The Sealion 7 is more akin to the Audi Q8, a more stylish approach for those who care about such things. And while the front end is very much BYD, in the fact that it’s a tad anonymous but inoffensive, the rear end has actually grown on me.
Rather than trying to make a bold, but frankly pointless statement by being objectionably coupe-like (I’m looking at you, Porsche Cayenne Coupe and BMW X6), it’s a more cohesive, perhaps egg-like, shape. Again, it’s not revolutionary, but nor is it different for the sake of being different either. It’s streamlined and more put-together in its execution, avoiding the awkward proportions that so many other “sporty” SUVs seem to cling to.
That Low Tapering Roofline Can’t Be Very Practical, Can It?
Well, rear-seat passengers don’t have to sacrifice too much in terms of headroom, which is a plus. However, after several airport runs, it was soon clear that boot space, or rather the shape of it, is not the Sealion 7’s strong suit.
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That rounded-off rear does look nice, but when it comes to getting it to close when stuffed to the brim, you’re going to have to end up playing some suitcase tetris…or, in our case, moving some luggage to the passenger compartment instead.
It’s a common tradeoff: looks at the expense of practicality. But it’s also worth noting if you’re trying to decide between the more conventional Sealion 6 or the Sealion 7. Plus, it’s not all style over substance. There are some nice functional features too, such as proper air curtains in the front bumper, which help with airflow around the wheels.
It’s Still A Chinese Car, Right? How Stylish Can It Be?
You’d be surprised. Yes, there are still a fair few (how should we put this?) “inspired” designs throughout the Chinese market, with the Land Rover Defender and Range Rover seemingly being the most imitated. The Sealion 7, though, looks to be cutting its own mold in many respects.
It’s the interior that really shines. Unlike the Atto 3 we tested earlier, this is a much more “conventional” setup. The interior quality feels premium, with soft-touch plastics everywhere, while the layout won’t have you scratching your head.
It still lacks physical AC controls, except there’s a button to turn the fan on and off. Not fan speed. Not temperature. Just on and off. Why?
Now, having spent some time with BYD products, I’m going to label the rotating screen as gimmicky. At 15.6 inches, it’s large enough for anything you’d want, and the hardware is beefy enough for the system to be super snappy and responsive. However, if you do use wireless CarPlay or Android Auto, as 90 percent of users will, the screen will force you to use it in its landscape orientation. Go figure.
Still, there’s some great integration with the super-legible driver’s display and head-up display, the latter of which supports turn-by-turn navigation when using Google Maps. Both screens also do an excellent job of displaying info for the lane-keep assist and cruise control functions, which are noticeably less intrusive than earlier attempts from BYD.
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The electric seats feature lumbar and adjustable under-thigh support, helping these chairs feel supportive, but not overly bolstered. The front seats are also ventilated, with up to three speeds of cooled air channeled to combat any hint of back sweat.
If you want to see more of the outside, there’s a full-length panoramic roof with an electrically controlled sunshade, and there are physical switches for drive modes and regen.
So, How Does It Drive?
In a single sentence, it feels mature, but still not as polished as I’d have hoped. BYD may have had a few missteps in the past, but their premium product offerings are starting to feel closer to the semi-premium image they’re chasing in the way they drive.
The Performance AWD model we got to the keys to packs a dual-motor setup for AWD, producing 390kW (523 hp) and 690 Nm of torque. To get from 0-100 km/h (0-62 mph) you need just 4.5 seconds. That’s faster than a Porsche Cayenne Coupe S, all while offering an integrated battery, fast charging up to 230 kW, and being able to top up from 10-80 percent in around 24 minutes.
Also: This Family SUV Hits 62 MPH In Under 5 Seconds And Doesn’t Even Need A Charger
While figures are all well and good, there’s proper substance when you’re behind the wheel. While a proper enthusiast may want a quicker ratio rack, the Sealion 7’s steering is nicely weighted, and does a decent job of providing the kind of feedback that you need with 500+ hp under your right foot.
The car also handles better than expected. There’s a trend for Chinese SUVs to be a bit over-damped, with the ensuing wallow meaning that true confidence can’t be found. But the Sealion 7’s chassis not only feels dynamic through a set of quick corners, it also remains planted, more sedan-like than you may expect.
There’s one huge penalty, though, experienced while driving on Malaysia’s roads. Over bigger, faster imperfections, such as expansion joints, the ride feels almost crashy. It’s the one chink in this BYD’s armor that would otherwise have convinced us that the Germans themselves had tuned this suspension. But alas, there’s still a lack of composure there.
Read: Top Chinese Carmakers Are Selling More Cars Abroad Than At Home
But at slower speeds, and over smaller humps, the Sealion 7 maintains a well-damped composure that you’d expect from something upmarket, and that’s despite riding on 19-inch rims. Also of note is that the Performance version of the Sealion 7 comes equipped with Michelin Pilot Sport EV tires, again, another sign that BYD is taking this segment of SUV seriously, rather than cheaping out on lesser-known rubber, as has been seen in the past.
You also get several drive modes, and they behave pretty much as expected. However, despite offering selectable “normal” and “larger” regenerative braking settings, there’s still no proper one-pedal driving mode. It’s not a dealbreaker, but it does feel like something future versions of the Sealion should include if it’s going to go head-to-head with Tesla
Verdict
For the Malaysian market, the Sealion 07 comes in at RM 183,800 (equal to $25,900 a current rates) for the Premium model, or RM 199,800 ($28,100) for the AWD Performance. The latter undercuts Tesla’s Model Y Long Range AWD (RM 242,450) significantly, which is slower (0-62 mph in 4.8 seconds vs 4.5 seconds for the BYD), and has less range on the WLTP cycle.
But with more aggressive entries planned for East Asia, including the likes of Chery and Changan, the Sealion 7 is about to come up against tough competition. It highlights the fast-moving pace of the EV industry, particularly spurred on by the Chinese automakers who are keen to find market share outside of their home playing field.
Photos Sam D. Smith / Carscoops
The VW ID. Polo is edging closer to its debut, and the camouflage is gradually coming off like a present that someone started unwrapping revealing more of its sculpted bodywork with each sighting. Our spies spotted two examples of the upcoming “people’s EV,” both ditching the colorful disguise used in official teasers.
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The pair of subcompact hatchbacks was photographed during a charging stop somewhere in the snowy reaches of Northern Europe. One prototype sits on the familiar 19-inch five spoke alloy wheels we have already seen on earlier test cars. The other, however, appears to be trying something slightly more interesting.
Interesting Wheel Design
We are looking at a different wheel design finished in black with copper accents, the sort of thing that appears to have wandered over from a Cupra showroom. More specifically, they closely resemble the alloys fitted to the related Cupra Raval. Yet the center caps carry VW logos, so either the parts bin is being shared quite freely or someone in Wolfsburg simply liked the look and borrowed it.
More: VW Promised A €25k ID. Polo, But You Might Wait A While To See It
Our spy photographers didn’t need to chase down interior shots this time because Volkswagen has already shown it. In fact, a camouflaged prototype of the ID. Polo appeared at the Car Design Festival 2026 last weekend, greeting visitors with its doors left open.
Physical Controls Return
The dashboard sticks to a minimalist layout, anchored by a 10.25-inch digital instrument cluster that runs retro inspired graphics, alongside a 12.9-inch infotainment display.
More intriguing is what sits beneath the screen. VW has fitted a proper row of physical switches, along with an actual volume knob on the center console. Pair that with the clicky buttons on the two spoke steering wheel and it becomes fairly obvious that Wolfsburg may be admitting the all touchscreen trend went a bit too far.
The cabin itself is trimmed in modern recycled fabrics, which cover large sections of the dashboard and door cards, giving the interior a contemporary feel without leaning too heavily on glossy plastics.
The rest of the 4,053 mm (159.5 inches) long bodywork appears to be shared between the two prototypes. The GTI version, however, should be easy to spot thanks to a redesigned bodykit that adds bumper extensions, unique wheels, and a roof spoiler.
Plastic tape covers portions of the grille and the LED headlights. Around the back, VW has applied vinyl over the full-width LED taillights, making them resemble those of the current ICE-powered Polo.
Overall, the ID. Polo looks fairly sporty. Pronounced fenders, sculpted profile lines, sturdy proportions, and deep bumpers give it a planted stance even at this early stage. Like the ID.2all concept before it, the production version was signed off by Andreas Mindt, who was recently promoted to Head of Design for the entire VW Group.
Powertrain Options
The ID. Polo will share Volkswagen Group’s MEB+ platform with the Cupra Raval, the VW ID. Cross, and the Skoda Epiq. Expect a choice of electric powertrains producing 114 hp, 133 hp, and up to 208 hp, depending on how much pace you want from your electric hatch.
More: Cupra’s Smallest EV Just Drove Around Naked Hoping Nobody Would Notice
At the top of the lineup will sit the inevitable GTI-badged hot hatch. That version is expected to produce 223 horsepower, giving the compact EV some proper pace. At launch, the hatchback will use a 52 kWh battery pack, while a smaller 37 kWh unit is expected to arrive later for entry level variants.
Student transportation leaders and society at-large are being asked to rethink how they measure risk at the school bus stop, as a 50-state action plan emerging from a National School Bus Safety Summit late last year calls for a sharper focus on injuries and near-miss collisions caused by illegally passing motorists.
The summit, convened on Dec. 10 by BusPatrol along with the Governors Highway Safety Association (GHSA) and Safe Kids Worldwide, brought together school transportation officials, federal regulators, safety advocates and law enforcement represenatives to examine how often motorists violate school bus stop arms — and what that behavior is really doing to children beyond the worst-case fatalities that make headlines.
BusPatrol operates what is widely regarded as the largest school bus stop-arm camera enforcement network in the U.S. A company official stressed that despite access to a unique trove of video and citation data, independent safety authorities and government agencies must lead on defining the problem and setting policy.
“It’s important that it’s not just the vendors raising the flag,” Justin Meyers, BusPatrol’s president and chief strategy officer, told School Transportation News. “Independent safety authorities and governments need to make these assessments and do this research. We’ll participate to the extent we’re legally allowed, but this can’t be seen as just a company trying to make money.”
The National Action Plan for School Bus Safety authored by GHSA and released Tuesday at an event in Washington, D.C., includes 69 recommendations that seek to move the discussion beyond counting deaths to understanding the broader spectrum of harm and what school district, community, legislative and public safety stakeholders can do about it.
The National Association for Pupil Transportation (NAPT) was among the organizations in attendance at Tuesday’s action plan unveiling. Executive Director and CEO Molly McGee-Hewitt spoke alongside GHSA Executive Director Jonathon Adkins and other dignitaries. NAPT told members in an email Wednesday it is “proud and pleased” to be a part of the national discussion on curbing illegal passing.
Of particular interest to student transporters, NAPT noted the recommendations include urging governors to include school bus safety into their Triennial Highway Safety plans, encouraging school districts to implement school bus stop-arm enforcement programs and training school bus drivers to identify unsafe motorist behaviors.
The action plan recommendations include more serious treatment of illegal passing offenses by judges, increased speed limit enforcement in school zones, implementation of walking school buses, and improving post-crash care.
For years, national conversations have centered on the relatively small number of children killed at the bus stop each year. Historically, more than 1,200 children have died in loading and unloading zones, Meyers noted. According to the annual National School Bus Loading and Unloading Survey, which originated in 1970, most of those fatalities were reported in the first decades of the study based on police reports of school bus incidents. But in the decades since, the annual numbers have fallen to a handful a year, though school buses can be just as responsible for fatalities as illegally passing motorists are, if not more so.
Still, Meyers said that focusing on fatalities alone obscures the scale of risk. He pointed to the estimate by the National Association of State Directors of Pupil Transportation Services (NASDPTS) that 39 million illegal passes of school buses could occur annually. The national action plan noted that figure equates to each school bus in the U.S. being illegally passed once every three days.
“Forty million times a year someone illegally passes a school bus and creates a very dangerous environment for those kids,” Meyers said. “Most of the time, a child isn’t struck. But that doesn’t mean there isn’t harm.”
Blog: A Unique Gathering and a Cry for Help
Summit participants in December explored a largely unquantified middle ground between fatal crashes and clean stops: Non-fatal injuries that may never be captured in formal crash databases, and near-miss events that inflict lasting psychological trauma on students who narrowly avoid being hit — or witness shocking roadway incidents from inside the bus.
BusPatrol has videos from school bus clients that show a student slip in the roadway as a vehicle brakes inches from their face, or an illegally passing tanker truck runs off the road, flips and rolls over, showering the scene in debris.
“Those kids will forever associate getting on and off the bus with the moment they thought they might be killed,” Meyers said, adding that adults attending the summit recounted traumatic incidents from their own childhoods that still affect them decades later.
The action plan urges policymakers and industry leaders to recognize that these experiences are safety outcomes in their own right, even if they do not result in a recorded fatality or “serious injury” in traditional datasets.
If injuries are hard to count, near misses are even harder. Yet they are central to understanding risk and trauma.
Current national estimates of illegal passing rely heavily on NASDPTS’ annual one-day survey. Approximately 1,000 school bus drivers in three dozen states manually tallied illegal passes in a single day last spring, and NASDPTS extrapolated results for a figure that indicates how many illegal passes could be happening nationwide across a 180-day school year. That approach has proven useful for counting violations, but not for categorizing the severity of risk.
Meyers suggested adding a category for near-misses, a working definition of which could include any incident where a child or caregiver approaching or leaving the bus has their path impeded by a vehicle that should have stopped, including situations where the person must stop short, hurry or run, or physically jump or move out of the way.
He acknowledged that some stakeholders might prefer a narrower definition that focuses solely on more dramatic, evasive actions.
“The real trauma tends to come from the more extreme events,” he said. “A 7-year-old pausing safely at the end of their driveway while a car rolls by at 20 miles an hour is one thing. A child who slips and falls as a car skids to a stop inches from them is another.”
Options already being used or explored include leveraging onboard cameras and integrated analytics to automatically flag incidents, where a vehicle passes during loading or unloading with a child in the roadway or at the curb, and encouraging school districts to develop internal reporting processes for near-miss incidents, whether or not police or medical responders are involved.
Still, any expansion of data collection will have to navigate the same privacy and policy constraints that currently limit broader data sharing.
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One of the central questions raised by the summit and the action plan is how to meaningfully track injuries linked to illegal passing at school bus stops.
Meyers said BusPatrol video cameras are installed on more than 40,000 buses nationwide, a number he added is growing by the month. The company estimates that about 10 percent of the national school bus fleet now operates with some form of stop-arm enforcement camera, including those provided by other vendors.
According to Meyers, 36 states currently have some form of law authorizing automated stop-arm enforcement, with more considering legislation. And several states are actively discussing enabling or expanding stop-arm enforcement authority.
Individual school districts and local agencies see their own violation and incident data. But BusPatrol and other vendors are in a unique position to perceive trends across jurisdictions. That does not mean they can simply publish a national injury and near-miss dataset.
“Each state and each community has their own rules and regulations around the data,” Meyers explained. “Some of it can be shared. In other places, it can’t. In New York, for example, there are significant limits on what can be shared and how.”
Privacy laws, public records rules, contract language and concerns around personally identifiable information all restrict the sharing and aggregation of footage and related records. The result, according to Meyers, is a patchwork.
The action plan effectively calls on federal and state authorities—including GHSA, the National Transportation Safety Board and the National Highway Traffic Safety Administration, to lead efforts that would: Clarify how stop-arm cameras and incident data may be used for research and safety analysis, not only enforcement; encourage or authorize states to allow carefully structured data-sharing between vendors, school districts and central repositories; and develop consistent definitions and reporting protocols for bus stop injuries and related outcomes.
Meyers said BusPatrol would welcome participating in such efforts but emphasized that vendors alone should not define the narrative. Instead, the focus should be on solving the problem.
“All we’re really asking is for people to take an extra 15 seconds and stop for the bus,” he said. “They’re big, they’re yellow, they have flashing lights and stop signs. They’re meant to be seen. If we all respect that, we can eliminate a tremendous amount of trauma, injury and death.”
The post Action Plan Puts National Spotlight on Hidden Toll of Illegal Passing appeared first on School Transportation News.
Porsche is marking 75 years in Australia with a quartet of bespoke models inspired by some of the country’s most recognizable landscapes. Consider it both a birthday celebration and a (costly) reminder that Porsche’s customization department can turn just about any idea into paint, leather, and expensive options.
Debuting at the Australian Grand Prix in Melbourne this weekend, the collection spans the Panamera, Taycan, Macan, and Cayenne, highlighting the customization possibilities offered by Porsche Exclusive Manufaktur and the Sonderwunsch program.
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Interestingly, these are far from being strictly one-off specials. Customers can actually recreate the same specifications through Porsche’s official configurator, assuming they are willing to spend enough time clicking through options and, of course, paying for them.
Go North With The Panamera
The first model is based on the Porsche Panamera 4 E-Hybrid, finished with a livery inspired by the rainforests of Queensland and the Northern Territory. The exterior wears Emerald Green Metallic paint, paired with Neodyme 21-inch wheels and bright Acid Green accents on the brake calipers and hybrid emblems.
More: Porsche’s Panamera Is Crushing The Taycan EV, Now The 2028MY Wants To Squeeze Harder
Inside, the Club leather upholstery comes in Espresso with Night Green stitching, Neodyme accents, and Eucalyptus wood trim. The sedan also receives illuminated scuff plates with “Go North” lettering, a matching key, and 75th anniversary floor mats. For added practicality, it is also fitted with the optional Porsche Performance roof box, just in case the rainforest theme inspires an actual road trip.
Go East With The Taycan
The second model is based on the electric Taycan 4S Cross Turismo. Drawing inspiration from the surf culture of Australia’s Pacific coast, places like Noosa, Byron Bay, Newcastle, and Sydney, it wears an Ipanema Blue Metallic finish. The high gloss black 21-inch alloy wheels feature Crayon aero blades meant to evoke coral formations, while the Glacier Iceblue daytime running lights mirror the irises of the Pacific Blue Eye fish.
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The beach theme continues inside the cabin, where a mix of Black and Crayon leather echoes what Porsche describes as “the warm sands and shade of Australia’s eastern beaches.” References to the sea show up in the Dark Night Blue leather seat inserts and the Speed Blue stitching. The EV is also fitted with a panoramic roof featuring Variable Light Control, aluminum roof rails, a bespoke key, and illuminated scuff plates.
Go West With The Cayenne
The first SUV of the group is based on the V8-powered Cayenne S and draws inspiration from the vast open spaces of Western Australia’s Outback, terrain that dates back around 4.4 billion years. The exterior is finished in Ipanema Brown Metallic, paired with white decals and silk gloss black 22-inch alloy wheels.
More: Porsche’s Mega SUV Drops EV Plan For V8 Power And An Audi Link
The model is fitted with the optional Off-Road package, which adds rock rails, skid plates, extra underbody protection, and even a compass mounted on the dashboard, presumably for when the road disappears altogether. It also gets aluminum roof rails carrying a roof box.
Inside, Black leather is paired with Bordeaux Red inserts meant to echo indigenous rock formations. Like the other special editions, it also receives unique floor mats, keys, and illuminated scuff plates.
Go South With The Macan
The final car in the set is the fully electric Macan 4S, styled as a tribute to the southern coastlines of Victoria, South Australia, and Tasmania. Its Gold Bronze Metallic paint is meant to mirror the cliffs along the Great Ocean Road, while the 22-inch RS Spyder wheels, finished in Vesuvius Grey, nod to the region’s rugged stone formations.
More: A 92-Year-Old Bought His First Porsche, Now He’s Already Planning His Second
The electric SUV also gets the Off-Road Design package, which brings Vesuvius Grey skid plates into the mix. Glacier Blue accents appear in the Matrix LED headlights and along the taillight strip. Inside, the cabin references South Australia’s volcanic landscapes with Black and Chalk Beige leather, punctuated by orange highlights across the seat centers, seatbelts, door cards, and dashboard.
Curiously, Porsche Australia’s 75th anniversary collection arrives without a 911. Still, when the theme revolves around the four cardinal directions, the math rather limits your options.
For much of the past three years, it has often seemed as though BYD could do no wrong. The company steadily launched new models, expanded its lineup, and watched its sales climb at an impressive pace. However, the start of 2026 has been alarmingly slower, allowing fellow Chinese automaker Geely to pull ahead.
Through the first two months of this year, BYD has sold 400,241 vehicles, down 36 percent from the year prior. Of these, 190,190 vehicles were sold in February, a drop of 9.5 percent from the past month, due in large part to the Lunar New Year holiday, but it was also a 41 percent drop compared to the same month last year.
Apparently, shrinking tax breaks and a dip in buyer confidence are starting to cool the market. Plenty of shoppers are opting to wait it out, holding off to see what new models land and whether government trade in schemes become clearer before committing their cash.
Read: A Chinese Brand Just Knocked Ford Out Of The Global Top Six
While BYD is facing some struggles at home, it continues to gain popularity in foreign markets. In February alone, it exported 100,600 of its new energy vehicles, consisting of EVs and plug-in hybrids. Include January in those figures, and BYD has exported 201,082 vehicles.
Competitors Step Up
While BYD is facing growing pains, several other Chinese automakers are enjoying the opposite problem. Through the first two months of 2026, Stellantis partner Leapmotor’s sales have climbed 19 percent to 60,126 units. Xiaomi’s EV division is up 48 percent year over year to more than 59,000 units. Zeekr has posted an 84 percent surge across January and February, while Nio deliveries have jumped 77 percent, according to CNBC.
Geely is also having a particularly strong run. So far this year, it has delivered roughly 76,000 more vehicles than BYD. That is notable because it marks the first time Geely has outsold BYD for at least two consecutive months since 2022. While Geely currently leads within China, it trails slightly in overseas markets, exporting 181,891 vehicles so far this year.
According to Bloomberg, BYD chief executive Wang Chuanfu acknowledged the growing pressure back in December. He said rival automakers had begun closing the technological gap that once gave BYD a clear edge, something that now appears to be showing up in the sales figures.
The VW Group began selling its EA211 engine in 2011, offering it in both three- and four-cylinder forms across a wide range of models. Over the years, it has powered familiar names such as the VW Golf, Seat Ibiza, Skoda Fabia, VW T-Roc, Audi Q2, and Seat Leon.
Now the company has updated and adapted this long-running engine for an entirely new role, serving as the range-extender in its first extended-range electric vehicle in China, the ID. Era 9X.
Read: VW Built A Bigger ID SUV Than The X7 And You Can’t Have It
VW presented its new flagship SUV, co-developed with SAIC, earlier this year. At the time, we knew it would use a range-extender powertrain, but few technical details were available. Earlier this month, VW confirmed that the ID. Era 9X uses a 1.5-liter turbocharged EA211 engine, although several notable revisions have been made to prepare it for this application.
What’s Different?
For example, the updated engine now includes a new variable-geometry turbocharger to seamlessly adjust airflow, depending on the driving conditions. VW has also improved thermal efficiency and reduced emissions, while also installing a water-cooled intercooler for cooler intake temperatures. The upgraded engine is being built in China.
EREVs are enjoying something of a resurgence at the moment, though VW was not always enthusiastic about the concept. Six years ago, VW China executives described EREVs as “very environmentally unfriendly.”
As reported by CarNewsChina, shortly after announcing production of the new EA211 range-extender, Li Auto’s social media director reminded VW of this statement, writing on social media, “Congratulations to Volkswagen for successfully mass-producing a technology that is ‘outdated, very environmentally unfriendly, and had little development potential’ in just 6 years!”
The tension dates to September 2020, when Volkswagen China CEO Stephan Wöllenstein criticized gasoline-powered range-extenders as environmentally unfriendly. Around the same time, the company’s China R&D chief, Wiedmann, described the technology as outdated with limited long-term potential.
The Juicy Details
The VW ID. Era 9X is slightly longer, a touch narrower, and has a marginally shorter wheelbase than a BMW X7. It is one of several China-only Volkswagen models that could likely find an audience elsewhere if it were ever sold internationally.
In addition to the EA211 range-extender, the base model features a rear-mounted electric motor producing 295 hp and a 51.1 kWh LFP battery. This setup delivers an all-electric driving range of up to 166 miles (267 km). A version with a larger 65.2 kWh battery and up to 211 miles (340 km) of electric range will also be offered, along with a rear-wheel-drive twin-motor variant producing 510 hp.
Mercedes-AMG has pulled the covers off the interior of its upcoming electric super-sedan. The next-generation AMG GT 4-Door Coupe is effectively the production version of last year’s AMG GT XX concept, aimed at the Porsche Taycan and the growing pack of high-performance EVs trying to redefine what a fast four-door should be.
Unlike the symmetrical hyperscreen layouts used across the regular EQ lineup and the latest S-Class, the AMG’s center console is angled toward the driver. A 14-inch infotainment display dominates the layout, leaning just enough in the driver’s direction to remind you this is supposed to be the sporty one. That screen works alongside a 10.2-inch digital instrument cluster, with an optional 14-inch display available for the passenger.
More: Mercedes Teases A Flood Of New Models Coming Soon
Mercedes says the operating logic is “balanced,” blending haptic buttons, touchscreen inputs, and voice control. In practice, though, it seems AMG didn’t fully buy into the recent return to physical controls that several rivals have started embracing. The most obvious casualty is the climate system, which remains buried inside the MBUX infotainment menus
AMG-specific touches include illuminated climate vents styled to resemble jet engines, a flat-bottom steering wheel with carbon accents and haptic feedback, optional AMG Performance seats, and a metal-like wing element stretching across the center console.
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You also get three chunky rotary controllers on the center tunnel. Apparently, even in the EV age, AMG still believes drivers should have something physical to fiddle with.
Those dials tie directly into the car’s driving dynamics. Response Control adjusts the behavior of the e-motors and accelerator pedal, Agility Control tweaks cornering characteristics, and Traction Control offers nine stages of intervention through the new AMG Race Engineer system. The driver can also jump straight to key functions using two steering wheel buttons that feature their own LCD displays.
Smart Glass Roof Party Trick
One of the more eye-catching tech features is the Sky Control panoramic glass roof, which can switch between transparent and opaque states. At night, it can also project AMG emblems or racing stripes across the glass, matched to the colors of the ambient lighting system.
More: Mercedes Design Boss Admits “Screens Aren’t Luxury” And The Software’s Not Great Either
Up front, practicality gets a small but noticeable boost with illuminated cup holders and dual wireless charging trays. In the back, Mercedes promises “generous legroom, pleasant headroom, and a naturally comfortable knee angle,” all aimed at making longer journeys a bit less taxing. The standard layout is a four-seater, although buyers will also be able to opt for a five-seat configuration.
Coming Soon
The full reveal of the new AMG GT 4-Door Coupe is expected this spring, with deliveries scheduled to begin later in the year. The high-performance EV will also become the first production model to ride on Mercedes-AMG’s dedicated AMG.EA platform, which is being developed specifically for future electric performance cars.
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The concept version arrived with some properly serious numbers. It used three axial-flux motors producing a combined 1,341 hp (1,000 kW / 1,360 PS), complete with synthetic V8 sound. The battery pack also featured Formula 1-derived cooling technology and ultra-fast charging capability, allowing it to add 249 miles (400 km) of range in just five minutes
The Mercedes A-Class looks to be sticking around for the foreseeable future, just not in its current guise. Despite initial speculation that the model was going to be culled, as Benz tries to consolidate its offerings, a replacement for the existing model may very well come to fruition, albeit as an EV.
Although plans haven’t yet been announced, in an interview with Design Director Robert Lesnik Auto Express gleaned info that the new hatchback will probably arrive towards the end of the decade as an EV.
Current expectations suggest the next-generation model could debut around 2029, after the existing A-Class completes an extended production run expected to last until 2028.
More: Mercedes CEO Suggests They May Drop Some Entry-Level Models
The current A-Class debuted all the way back in 2018, making the model well overdue for a refresh by the time the new generation rolls around.
EV Architecture
In order meet the needs of the next-generation A-Class, Mercedes intends to transfer the production of the current A-Class to the Hungary plant in the next year. Lesnik claimed the production line wouldn’t require a significant revision to meet the specific requirements of the new MMA (Modular Mercedes Architecture) platform. Mercedes focuses on expanding the versatility of the MMA platform to give next-gen EV technology, innovative design, and cost efficiency.
The MMA platform grants the company the flexibility to fit the same all-electric powertrain and hybrid unit as in the CLA model, underpinning the next-generation A-class. Mercedes developed this hybrid system to meet the stringent Euro 7 emissions standards to be implemented by 2027.
When Mercedes first outlined its compact MMA lineup in 2023, it planned four models including the CLA, CLA Shooting Brake, GLA, and GLB. Lesnik indicated that an electric A-Class would effectively become a fifth model in that family.
A-Class, Not An EQA
Mercedes has decided its somewhat confusing decision to separate its EV models under their own “EQ” brand wasn’t the best way forward. Which is why the A-Class name is likely to remain in place of the EQA.
Lesnik also confirmed that the A-Class will remain stylish, with a “cab-back” approach, as opposed to the original upright shape adopted by the A-Class of the 90s. The design is also expected to avoid the streamlined styling seen on models like the EQE and EQS, instead following the CLA’s longer-hood proportions and more traditional hatchback profile.
When Francis Wang ’21, MEng ’22 first joined the MIT Edgerton Center’s Solar Electric Vehicle Team (SEVT), his approach to engineering projects was “to focus my energy and attention on a tidy problem with neat boundaries that I could completely control.”
“But on Solar Car, I realized it takes a very different mindset to manage a substantial project with many moving pieces. It takes engineering leadership,” he recalls.
Wang was determined to strengthen his leadership skills. When he became Solar Car captain, he applied and was accepted into the Gordon Engineering Leadership (GEL) Program.
GEL’s courses and hands-on labs equip students with capabilities they need to lead and contribute to complex, real-world engineering challenges. The one- or two-year program for juniors and seniors complements MIT’s technical education, teaching teamwork, leadership, and communication skills in an engineering context. GEL students also benefit from personalized coaching, mentoring, industry networking, and career support throughout their professional lives.
“Before GEL, I saw the leadership parts of my role as a necessary evil to get to the actual interesting parts, which was the engineering,” says Wang. “The GEL Program gave me an understanding of how engineering leadership is crucial, because in the real world any project worth working on is larger than the scope of an individual engineer.”
In GEL he improved capabilities such as decision-making, taking initiative, and negotiating. He became a more effective SEVT team captain, able to navigate the challenges of taking an engineering project from concept to completion.
“It was often the case that the challenges I faced on Solar Car were not solely technical, involving aspects of communication, coordination, and negotiation. From GEL, I had the framework and the language to approach them,” says Wang.
Each year, 30-40 Edgerton students are accepted into the GEL Program. They come from a variety of teams and clubs including Arcturus, Assistive Technology Club, ChemE Club, Combat Robotics Club, Design Build Fly (DBF), Design for America, Electric Vehicle Team, Engineers Without Borders, First Nations Launch, MIT Electronics Research Society (MITERS), Motorsports, Robotics Team, Rocket Team, and Solar Electric Vehicle Team (SEVT).
“MIT’s best engineering students have GEL training and authentic project management experience with our competition teams,” says Professor J. Kim Vandiver, director of the Edgerton Center.
Edgerton project teams are entirely student-run organizations responsible for all levels of project and team management including fundraising, recruiting, designing, testing, risk mitigation, and project validation. The most successful teams have skilled leaders.
“Many of the excellent Edgerton project team students admitted to GEL are team or sub-team leaders who credit their GEL experience, particularly the experiential learning component, with improving their leadership skills,” says Leo McGonagle, executive director of GEL.
“It’s a win-win-win. GEL gets hard-working, motivated Edgerton Program students who are intent on self-development and improvement. Edgerton project teams often perform better with leaders who are GEL-trained. And the students gain leadership, teamwork, and communication abilities that they can use beyond their project team — in their capstones, course projects, internships, and jobs after MIT,” says McGonagle.
The overlapping connection between GEL and Edgerton truly becomes obvious when students begin to take ownership of project milestones.
“When you become the leader of a technical project, no one gives you a roadmap to team success,” says senior Hailey Polson, former captain of First Nations Launch team. “Technical expertise is not enough to leverage the talent and skills of an entire team or the ability to coordinate a multifaceted project; that’s where the tools, skills, and leadership theory I learned in GEL helped me bridge the gap between knowing how to accomplish our goals and actually leading my team successfully.”
Faris Elnager ’25 served as testing lead on the Motorsports team, which designs, manufactures, and competes with a formula-style electric race car every year.
“Making tough decisions was something that I learned in GEL. On Motorsports, I had to make high-stakes decisions about testing time that affected how we performed at a competition,” he says.
He found that GEL’s weekly Engineering Leadership Labs were a way to test for himself specific leadership capabilities that he could use to improve his Motorsports team.
“One of the most useful skills from GEL was evaluating your stakeholders and learning how to balance their needs. I remember thinking, we’re doing this right now in the [GEL] lab, and then we’re going back to the [Edgerton] shop to do this for real!” says Elnager. “It’s like a positive feedback loop. GEL labs make you better on project teams, and project teams make you better in GEL.”
Now a startup co-founder, Elnager says that the communication skills that he learned through Motorsports and GEL have been critical to his company’s early success. “You can build the best tech in the world. If you can’t pitch it to people, you’re never going to raise any money. Being able to explain a technical project to anyone, whether they're an investor or someone in your industry, is something that’s incredibly valuable.”
Adrienne Lai ’25 served as both mechanical lead and then captain of the Solar Electric Vehicle Team. She recalls how her GEL training would kick in on race day.
“It’s quite tricky to be captain of a build team, because there’s no adult to tell you what to do. You have to figure it all out for yourself. When you’re competing, it can be very chaotic. You are trying to maximize a score by driving more miles, but that comes with a trade-off of spending energy or ending the day in a more rural area, or with less sun, so there are a lot of trade-offs to consider. Sometimes someone just has to make a decision. I was very comfortable doing that because I had learned how to take initiative, which is one of the GEL capabilities,” she says.
Now a course assistant in GEL, Lai helps design scenarios that enable GEL students to become better and more resilient leaders. She particularly enjoys playing the role of an uncooperative supplier.
“We close our store randomly. We don’t have what they need. We won’t tell them what we have,” she laughs. “Students get very frustrated. They think that we’re just being mean. But from a real-world perspective, that is all very true. It simulates unpredictability, which is important not just in a job, but in life.”
The value of the engineering leadership skills learned in GEL and honed on Edgerton project teams carries forward into industry, graduate studies, and entrepreneurial ventures.
“GEL preparation, coupled with authentic project management on a competition team, prepares MIT students for great careers in industry,” says Vandiver.
Henry Smith ’25 says he still relies on skills such as negotiation, communication, and understanding stakeholder needs that he used when he was a Motorsports mechanical lead.
“I was doing high-level management, planning, and organization on the team. Being in the GEL Program really increased my value for the team and helped me be prepared to enter the job field. When I graduated, I wasn’t worried about being ready or not. It was a definite yes,” says Smith.
As project teams continue to address ambitious engineering challenges, the synergy between Edgerton and the Gordon Engineering Leadership (GEL) Program ensures that as students graduate, they’re prepared to not only become strong technical contributors, but confident leaders prepared to tackle complex engineering problems in the real world.
© Photo courtesy of Francis Wang
Two boys, 12 and 15 years old, were taken into custody after allegedly stealing a school bus in New York and crashing into a residential home early on Feb. 26, reported CBS 6.
According to the news report, the school bus theft originated at the Amazing Grace Transportation lot at approximately 6 a.m. on Feb. 27. The bus was then driven to a nearby home, where it crashed.
Despite some property damage, emergency responders confirmed that no residents inside the home were injured. Residents in the neighborhood reported hearing the crash and expressed relief that no one was hurt, though many were shaken by the early morning disruption.
Investigators said the two juveniles fled the scene on foot after the crash but were located nearby and detained by police officers.
Both boys face charges that include criminal possession of stolen property and criminal mischief, authorities said. Because of their ages, the case will likely progress through family court proceedings rather than the adult criminal justice system.
Officials have not released additional details regarding the motive behind the school bus theft or whether the suspects have legal representation. The investigation remains active as law enforcement continues to piece together how juveniles accessed the bus managed to drive it off the transportation company lot.
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The post School Bus Theft Results in Crash, Arrest of Two Juveniles appeared first on School Transportation News.
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