The Jeep Wagoneer S Limited marks a pivotal moment for the brand. It’s Jeep’s first fully electric SUV for the U.S. market, a clean-sheet design meant to usher one of America’s most recognizable brands into a battery-powered future. On paper, it sounds compelling: 500 horsepower (373 kW), all-wheel drive, a claimed 294 miles of range, and an as-tested price of $67,195. 

Review: The 2026 Land Rover Defender 130 V8 Is Everything You Want Until You Drive It

At the same time, critics have recently called into question just how well-made this SUV is. They’ve said it’s cheap, that it’s shoddily assembled, and that it’s a big miss overall. To find out just how true any of this is, we tested the Wagoneer S Limited for a full week.

We took it on road trips, drove it around sprawling urban environments, and charged it at no less than four different public charging stations. We won’t leave you waiting for a general takeaway. 

Quick Facts

After a week behind the wheel, one thought kept nagging: why is this a Jeep? Nothing about the Wagoneer S, the ride, the interior, the styling, the on-road demeanor, connects meaningfully to Jeep’s brand DNA. 

There’s no ruggedness, no outdoorsy vibe, no sense that this thing even wants to see a dirt road. Instead, it feels polished, quiet, fast, and slightly aloof. In other words, it feels like a Chrysler. And that’s not an insult. In fact, it might be the Wagoneer S’s biggest missed opportunity… Read on to find out why. 

The Basics Outside and Under The Skin

Photos Stephen Rivers / Carscoops

The Wagoneer S rides on Stellantis’ STLA Large platform and is firmly a two-row midsize SUV. Power comes from dual electric motors driving all four wheels. In Limited trim, output is rated at 500 hp (373 kW) and 524 lb-ft (710 Nm) of torque.

More: Jeep’s Wagoneer Is Dead So Long Live The Overhauled 2026 Grand Wagoneer

Jeep does offer an over-the-air software upgrade that unlocks additional performance, pushing output closer to the Launch Edition’s headline numbers, but my test vehicle did not have the power bump enabled. Jeep claims a 0–60 mph (97 km/h) time of around 3.4 seconds for higher-output versions. In the real world, performance varies significantly with battery state of charge, which we’ll get to shortly.

For now, let’s take a gander at exactly how this SUV presents itself outwardly. Nothing about it screams power, performance, or ruggedness. The Wagoneer S simply doesn’t read as a Jeep. Yes, there’s a Jeep-esque grille up front, but beyond that? Not really.

Perhaps it’s the white and black paint job, but from most angles, this gives off strong Chrysler vibes. It’s sleek, modern, and a little understated.

Review: The 2026 Lexus GX 550 Will Give G-Wagon Owners Second Thoughts

The bright silver mixed with black on the wheels surely adds even more to that feeling. The rear spoiler is another interesting note. Some will miss it entirely, but those who notice it might also think, “How many Jeeps have come from the factory with a spoiler, much less one this big?” 

Interior Quality

Photos Stephen Rivers / Carscoops

Let’s start with the good news. The seats, front and rear, are very comfortable, even if they look almost aggressively basic for a nearly $70,000 vehicle. Cushioning is excellent, bolstering is just right, and long stints behind the wheel never become fatiguing.

Headroom is slightly tight up front for me at 6’6″, but that’s not exactly shocking. Most folks will have no issue with it. Rear-seat passengers fare well, and legroom is more than adequate for a two-row SUV in this class. Jeep did a great job of optimizing cabin space here. 

That said, for this kind of money, the seats should offer more. Ventilation should be standard, not optional, and additional power adjustments, or even massage, would go a long way toward justifying the price. Hyundai, for example, makes this feel easy at lower price points.

The dash and center stack are modern, clean, and easy to understand. Stellantis’ latest infotainment software is straightforward, responsive most of the time, and not overloaded with unnecessary menus. But there’s a glaring issue… literally.

That giant piano-black plastic panel on the passenger side of the dash is an absolute eyesore. It looks cheap. It feels cheap. And it becomes a magnet for dust and fingerprints almost immediately. Jeep does offer an optional front passenger display, which at least gives that panel a purpose, but our test car didn’t have it, and without it, that glossy slab just feels like cost-cutting dressed up as design.

Review: The 2026 LBX Morizo RR Is A GR Corolla Disguised As A Lexus SUV

Climate controls are another mixed bag. The heated seat and heated steering wheel buttons live persistently on-screen, but they often feel delayed or outright unresponsive unless you tap them just right. It’s frustrating in cold weather, and it’s exactly the sort of thing physical buttons solve instantly.

Notably, Jeep does allow users to set up automatic climate settings based on exterior temperatures, which is great, but if the seats are too warm, turning them back off can be just as annoying as trying to turn them on. 

Photos Stephen Rivers / Carscoops

Below the screen is a haptic-feedback climate control panel, which is slightly better. It’s still not ideal; real buttons would be preferable, but at least you’re not digging through menus just to adjust temperature. The digital gauge cluster, however, is excellent. It’s bright, intuitive, easy to read, and customizable enough without being distracting. No complaints there.

Review: 2026 Ram 1500 V8 Hemi Is Worse On Paper But Better In Reality Than The Hurricane Six

There’s been plenty of chatter online about subpar build quality in the Wagoneer S. Honestly? We didn’t see it. Panel gaps were consistent, nothing rattled, and the cabin is well insulated from road and wind noise. Structurally, this feels like a solid, well-assembled vehicle. But material quality tells a more nuanced story.

Some elements, like the air vent controls, feel genuinely good under the fingers. There’s real tactile satisfaction there. But beyond that, there’s very little that feels truly luxurious, high-end, or special. Again, put this next to a similarly priced Hyundai, and I’d wager the Jeep loses that comparison pretty quickly, possibly even against vehicles that cost thousands less.

This isn’t a bad cabin. It’s just not ambitious enough, especially given that this is Jeep’s first EV in the U.S. It should feel like a statement. Instead, it feels like a safe first draft. Storage is adequate. The front trunk is useful for smaller items, and while rear cargo space isn’t huge, folding the rear seats opens things up nicely.

Drive Impressions

This is where the Wagoneer S genuinely shines and also where its identity crisis becomes impossible to ignore. It drives nothing like a Jeep. If we had to compare it to anything wearing a Jeep badge, it would be the Grand Cherokee Trackhawk. That’s not because of sound or drama, but because of how shockingly quick and composed it feels on pavement.

Even without the optional power unlock, the Wagoneer S is genuinely fast. Acceleration is strong and immediate, though performance clearly degrades as battery state drops. At 19% charge, the best 0–60 mph run we managed was 4.85 seconds, which is well off Jeep’s headline claims but still far from slow. Importantly, it never feels sluggish, even at low charge.

Read: Jeep Has Reached A Decision On The Recon EV

The steering is excellent. It’s sharp, communicative, and confidence-inspiring. Turn-in is quick, body roll is minimal, and the SUV changes direction with surprising eagerness. This is one of those EVs that actually encourages spirited driving rather than merely tolerating it.

Braking, however, is a concern. This is a heavy SUV, and the brakes simply don’t feel up to the task in the way you’d expect after driving similarly powerful competitors. We never had a true panic moment, but pedal feel and stopping confidence lag behind the rest of the driving experience. The suspension is even more puzzling.

On smooth or moderately imperfect roads, the Wagoneer S is perfectly fine. It’s quiet, composed, and stable. But hit a pothole or a badly broken stretch of pavement, and the ride turns jarringly harsh. Sharp impacts aren’t well damped, and the resulting thuds make their way straight into the cabin.

Given that this isn’t meant for off-road use and is riding on Falken all-season tires, the stiffness feels unnecessary. If Stellantis insists on calling this a Jeep, maybe it should at least lean into ruggedness with tougher rubber. As it stands, the suspension feels mismatched to the vehicle’s mission. Maybe that’s why it isn’t a Chrysler.

Competition

The Wagoneer S faces some really tough competition, and it’s hard to ignore. Starting at $65,200 before options, it’s firmly facing off against things like the Tesla Model Y Performance, the Chevrolet Blazer EV SS, and the Ford Mustang Mach-E GT. All of those offer similar or better performance, similar or better interiors, and similar or better range for around the same price or less. 

That doesn’t take into account those who really just want something that hones in on one skill or another. Want a fast five-door EV? Hyundai Ioniq 5 N. How about something spacious and comfortable? Cadillac has a Lyriq and a Vistiq that it would like to show you. 

The options out there really are wide-ranging, even in the $65,000+ EV space. Shoot, at $80,000, which isn’t all that far off from a fully-loaded Wagoneer S, the Porsche Macan EV is available. This is again where leaning into the thing Jeep does well, going off-road, would benefit the Wagoneer S. 

Final Thoughts

The Jeep Wagoneer S Limited is attractive, quick, usually comfortable, and genuinely fun to drive. But it doesn’t feel like a Jeep, and that’s the only real problem. This could have been Chrysler’s modern halo car. Not a supercar like the Halcyon concept, and not an EV version of the 300, but something stylish, fast, refined, and aspirational. 

Review: New Kia Tasman X-Pro Is Great, But Its Biggest Flaw Is Hard To Miss

Aim it at boomers, throw in better standard seats, offer a few fun colors, and let Chrysler rebuild some relevance. Instead, it risks getting lost in Jeep’s broader lineup and ethos. As it stands, the Wagoneer S is good. It’s the one Jeep available for those who love to drive on pavement. But it still feels like it’s wearing the wrong nameplate.

Photos Stephen Rivers / Carscoops

VW is finally letting us peek inside the new ID. Polo, revealing its production interior ahead of the electric subcompact’s official debut later this year. The biggest headline? The long-awaited return of actual buttons and switches.

More: VW Revives Polo Name For EV Era And Teases First Ever Electric GTI

As the first vehicle designed entirely under new VW design chief Andreas Mindt, the ID. Polo marks a shift in direction by blending tactile controls with modern tech in a more user-friendly package. The company has already confirmed that this approach will carry through to other new and updated VW models in the near future.

Buttons Are Back

Gone are the touch sliders and haptic panels that frustrated many owners of the ID.3 and other recent VW models. In their place are proper physical controls, including a knurled volume dial and a traditional four-switch window layout.

The newly designed, squarish steering wheel brings back grouped hard keys for cruise control and infotainment functions, favoring usability over the touch-based gimmickry that has increasingly spread through the industry, especially in the wake of Tesla’s influence.

Mounted directly to the dash, a 10.25-inch digital driver display signals a return to convention, replacing the ID.3’s awkward steering-column-mounted screen. VW says the updated software adds functionality, along with a few nostalgic flourishes. Press a button, and the display shifts to retro-themed graphics that echo the dials and cassette visuals from classic 1980s-era Golfs.

Front and center sits a large 13-inch infotainment touchscreen, and thankfully, it too benefits from the control rethink. Gone are the polarizing touch sliders for volume and temperature. Instead, beneath the screen sits a neat row of physical buttons for HVAC controls and hazard lights. A rotary dial handles volume adjustments and doubles as a track or station selector.

The cabin itself takes on a more inviting feel, with soft recycled fabric replacing the usual expanse of hard, cold plastics across the dashboard, doors, and even the center console. VW has kept its familiar quirk on the pedals, which still feature the play and pause symbols.

Read: VW Brings Back Physical Buttons After Admitting Touchscreens Are A Disaster

Chief Designer Andreas Mindt described the car as “an affordable friend for everyday life”. He added that “clear physical buttons provide stability and trust, warm materials make it appealing, and charming details such as the new retro views of the instruments show the typical Volkswagen wink.”

Platform, Powertrain, and Price

Measuring 159.6 inches (4,053 mm) in length, 71.5 inches (1,816 mm) in width, and 60.2 inches (1,530 mm) in height, with a wheelbase of 102.4 inches (2,600 mm), the new electric Polo shares a similar footprint with its ICE counterpart.

More: Hyundai Going Back To Physical Buttons Because American Buyers Don’t Like Touchscreens

The ID. Polo will launch with a choice of two battery types and three front-mounted motors, delivering outputs of 114 hp (85 kW / 116 PS), 133 hp (99 kW / 135 PS), and 208 hp (155 kW / 211 PS). A more powerful 223 hp GTI version is set to follow the next year.

Battery options include a 37 kWh LFP pack and a more advanced 52 kWh NMC unit with cell-to-pack construction, the latter offering up to 280 miles (450 km) of range. Depending on the specification, charging speeds will range from 90 to 130 kW, with VW’s updated MEB+ platform serving as the base across the lineup.

While Volkswagen has announced a base price of €25,000 (approximately $29,400 at current exchange rates) in Germany, the company recently confirmed that only higher-spec versions will be available at launch across Europe, with initial pricing likely to start closer to €30,000 ($35,300), depending on configuration. There are currently no plans to offer the new subcompact in North America.

School districts are facing steep budget cuts amid the continued need to provide the safest rides to and from school are among the topics planned for the STN EXPO East conference March 26-31 near Charlotte, North Carolina.

The packed agenda also features specialized training as well as additional insightful education and networking opportunities, to facilitate the conversations that are making a difference in the industry.

The conference opens Friday, March 27 with school security expert Bret Brooks of Gray Ram Tactical tackling an issue all people — school transporters especially deal with. His general session will discuss strategies for better management of stress, which is currently sky high for many attendees.

Friday also includes exclusive limited space events, the National School Bus Inspection Training and the Transportation Director Summit. Both two-day events require pre-registration.

Leadership and workplace culture will take center stage with Jim Knight’s Transportation Director Summit presentation and keynote address as well as sessions on stress management, handling multi-modal and alternative transportation, fleet replacement and student behavior.

Safety will be the common theme throughout the educational agenda. In addition to navigating the upcoming funding cliff, sessions are expected to look at trends in multimodal vehicle operations, illegal passing, Danger Zone reduction strategies, seatbelt usage, distracted driving, emergency coordination with first responders, accident investigation and the increased usage of school bus monitors, and more.

The conference will also feature the technology and clean fuel options that are being released and impacting the industry with sessions and demonstrations during the Bus Technology Summit and Green Bus Summit on Sunday and Monday. Attendees will also have the opportunity to attend an exclusive tour of the Thomas Built Buses Saf-T-Liner Factory Tour in High Point, North Carolina to see the behind-the-scenes of school bus production.

For a full list of STN EXPO East conference topics, visit stnexpo.com/east.

STN EXPO East will be held March 26- 31, 2026 at Embassy Suites by Hilton Charlotte Concord Golf Resort & Spa. The Early Bird Savings Deadline is Feb. 13, register today at stnexpo.com/east!

---

Related: STN EXPO East Keynote Speaker to Outline Strategies for Creating Impactful Culture
Related: STN EXPO East Opens Online Registration for March 2026
Related: STN Launches Peer-to-Peer Mentorship Program at 2026 Conferences

The post STN EXPO East Agenda Addresses Industry Challenges, Outlines Innovative Solutions appeared first on School Transportation News.

Sales data continues rolling in and the latest numbers are from Tesla. They leave a lot to be desired as deliveries slumped in the fourth quarter and fell for the year.

Jumping right into the numbers, Tesla delivered 418,227 vehicles in the fourth quarter of 2025. That compares to 495,570 units a year ago and this represents a 15.6 percent drop.

More: Tesla Shares Forecast Saying The Models Nobody Buys Will Double In Sales In Q4

Interestingly, sales of “Other Models” – including the Model S, X, and Cybertruck – plummeted from 23,640 to 11,642. That’s a decline of 50.8 percent and it shows the company’s wedge-shaped pickup continues to be a flop.

For the full year, Tesla delivered 1,636,129 vehicles. That’s down from 1,789,226 in 2024, marking an 8.6 percent decrease overall.

Tesla Q4 2025 Sales

Tesla didn’t have much to say about the disappointing numbers, but the company will reveal their full financial results on January 28. However, the Q4 numbers were worse than the original estimate of 422,850 vehicles. This also meant the full year sales total fell below projections.

While the numbers weren’t too far off, projections for Other Models was laughably wrong as they indicated the company would sell 34,848 units in the fourth quarter. However, they only managed to move 11,642, which means those estimates were off by nearly 300 percent.

Tesla 2025 Sales

On the bright side, the automaker did reveal one positive development and that was a record deployment of 14.2 GWh worth of energy storage products in the fourth quarter. That brought their full year number to 46.7 GWh, which is a substantial increase from the 31.4 GWh deployed in 2024.

While Tesla didn’t delve into specifics, the company’s problems are well-known. Outspoken CEO Elon Musk alienated a number of his customers by joining the Trump Administration and slashing the federal workforce in a sometimes haphazard fashion. The company also had to deal with increased competition and the elimination of federal tax credits, which caused sales to slump at Rivian.

BYD Outsells Tesla

Tesla’s disappointing showing means they’re no longer the best-selling electric vehicle brand in the world. As BBC News reported, BYD sold 2,256,714 EVs last year, which put them 620,585 units ahead of Tesla.

However, this shouldn’t come as much of a surprise as Tesla was barely hanging onto the title. The company’s 1,789,226 sales in 2024 was just ahead of BYD’s total of 1,777,965.

It’s also worth noting BYD had combines sales of 4,537,356 units in 2025, which includes sales of things like plug-in hybrids and buses.

The Leapmotor lineup is expanding once again, and this time the Stellantis-backed Chinese automaker is steering into new territory with its first fully electric minivan. Called the D99, the model arrives in both battery-electric and range-extender versions, marking Leapmotor’s entry into a segment already populated by the likes of the Xpeng X9, Zeekr 009, and Li Auto Mega.

Read: Stellantis’ Secret Weapon Against Chinese EVs In Europe Turns Out To Be A Chinese EV

Unveiled during a special event celebrating the brand’s 10th anniversary, the D99 has a simple, flowing design similar to other Leapmotor models. The front end includes a very short nose section and a windshield that stretches beyond the front axle, which should give the D99 excellent visibility.

Other visual details include retractable door handles, now being phased out by regulators in China, and darkened B- and C-pillars that merge visually with the side glass. At the back, a futuristic LED light bar spans the width of the vehicle, tying into the modern theme.

The Largest Battery in Its Class

Under the skin is where the D99 truly separates itself from the competition. Built on an 800V platform, the range-extender version carries a massive 80.3 kWh battery pack, the largest of any hybrid currently on the market. That gives it a clear edge over Zeekr’s 9X range-extender, which makes do with a 70 kWh unit.

It also tops the upcoming range-extended Xpeng X9, which is set to feature a 63.3 kWh battery when it launches. According to Leapmotor, the D99 EREV is expected to deliver up to 500 kilometers (311 miles) of electric driving range on a full charge.

Details of the combustion engine supporting the range-extender setup haven’t been confirmed, though it’s likely to be a 1.5-liter four-cylinder, similar to the one used in Leapmotor’s C10 REEV.

As for the fully electric D99, it steps up to a 1000V architecture and houses an even larger 115 kWh battery supplied by CATL. That setup is good for a claimed range of 720 kilometers (447 miles).

Plush Promises Inside

No interior images have been released yet, but based on Leapmotor’s recent offerings, the cabin is expected to be packed with high-definition displays and generously cushioned seating. It’s being positioned as a vehicle not just for families but for passengers who prefer to be driven rather than drive.

Additional details, including pricing in China and potential availability beyond the domestic market, are expected to be announced in the coming weeks.

2025 is firmly in the rearview mirror and that means sales data is starting to trickle out. Rivian is among the first out the door as they’ve revealed some disappointing results following the elimination of the electric vehicle tax credit in September.

Without further ado, the company delivered 9,745 vehicles in the fourth quarter of 2025 and that compares to 14,183 last year. This is a steep 31.3% decline, but there was little doubt sales would slow down following the elimination of the federal incentive.

Review: The 2025 Rivian R1S Is An Imperfect, But Promising Look At The Future

For the entire year, Rivian delivered 42,247 vehicles in 2025. That’s down from 51,579 trucks and SUVs in 2024, which represents a decline of 18.1%.

In terms of production, the company made 10,974 vehicles in the fourth quarter and 42,284 units for the year. That’s keeping pace with demand, but those numbers are down from 12,727 and 49,476 last year.

While the numbers aren’t good, the automaker said they’re in line with expectations. The company didn’t have much else to say, but noted their fourth quarter and full year 2025 financial results will be released on February 12th.

Investors seem to be taking the news in stride as Rivian stock is down 1.95% to $19.32 per share as of this writing. Furthermore, it’s worth noting the stock has climbed significantly over the past year as it was $13.25 on January 2, 2025.

A Busy Year Ahead

While 2025 wasn’t a great year for Rivian, the company has a lot planned for 2026. The highly anticipated R2 is scheduled to launch in the first half of the year and it’s slated to start at $45,000.

Rivian hasn’t released full details, but has previously said the model rides on an all-new platform and will be offered with two different battery packs, including one that provides more than 300 miles (483 km) of range. We can also expect single-, dual-, and tri-motor powertrains with the latter allowing for a 0-60 mph (0-96 km/h) time of less than three seconds.

Furthermore, the company recently announced a slew of new updates including Universal Hands-Free Driving. It’s coming to the R1 lineup soon and will allow for hands-free driving on more than 3.5 million miles (5,632,704 km) of roads in the United States and Canada. It will be part of a new Autonomy+ subscription that costs $49.99 per month or $2,500 as part of a one-time purchase.

Alpine wants its new A390 crossover to steal sales from the Porsche Macan Electric, but it doesn’t yet have the brand strength to go toe-to-toe. So what’s it done? Come up with some prices that mean anyone thinking about a Macan can’t afford not to give the Frenchy a look.

The A390 starts at £61,390 in the UK which instantly puts it below even the cheapest Macan Electric. That matters because the entry level Porsche costs £68,600 and only drives its rear wheels with 355 hp (360 PS / 265 kW). Alpine’s cheapest version is all wheel drive, makes 394 hp (400 PS / 294 kW) and still undercuts it by more than seven grand.

Related: Alpine Thinks Driving Got Too Serious, So It’s Building EV Convertibles

Move up a rung and the gap gets even more awkward for Porsche. The A390 GTS packs 464 hp (470 PS) from its tri-motor setup and costs £69,390. That makes it cheaper than the £71,900 Macan 4, which has 400 PS (408 PS / 300 kW), and far cheaper than the £77,100 Macan 4S, though in Porsche’s defence, that one does crank out 509 hp (516 PS / 380 kW).

The German brand also has even more powerful GTS and Turbo trims that Alpine has no answer for – at least not yet.

Macan Charges Faster

Both Alpines use an 89 kWh battery and promise up to 345 miles (555 km) of WLTP range in GT form, or 312 miles (502 km) in the GTS. Charging peaks at 190 kW, which should get you from 15 to 80 percent in around 25 minutes. Those range figures are broadly similar to what you’d get out of the 90 kWh battery in the AWD Macan 4 and S, though they charge at up to 270 kW.

Bridging the gap between the two A390s is the Premiere Edition, which gets the same mechanical package as the base trim but adds a black finish to the 20-inch wheels, a black roof, French flag on the rear quarter, Alpine-branded brake calipers, Sabelt sports seats and a 22 kW AC charger. Most of that same equipment features on the top-spec GTS.

US Expansion On Hold

Circling back to that brand question, we all know Porsche sells identity as much as it sells cars, and the Macan trades heavily on that. The A390 is going to have a harder time, and if Alpine ever launches in the US, it really would be starting from scratch.

But that launch won’t be happening any time soon, the company having decided in 2025 to postpone it indefinitely due to President Trump’s tariffs.

If the A390 did make it to the US, it would have to cost significantly less than it does in Europe. American Porsche fans can get into a base Macan Electric for $78,000, while the Macan 4 is only a small jump away at $81,600 and the Macan 4S costs $88,000. Would you take an A390 over a Macan Electric? Drop a comment below and let us know.

Alpine

Owning an electric vehicle or plug-in hybrid in Minnesota just became a pricier proposition. New legislation rolling out this month increases registration fees across the board, meaning drivers of EVs and PHEVs will see their annual costs jump, some significantly so, depending on the vehicle.

Up until now, electric vehicle owners in the state have paid a flat $75 annual surcharge in lieu of gas taxes, which are traditionally used to fund local road maintenance.

Also: Some States Give Up To $9,000 To Buy An EV, Others Charge You Hundreds

Under the updated rules that went into effect on January 1, 2026, that surcharge has doubled to a minimum of $150 for all EVs. Plug-in hybrid drivers, previously exempt due to their partial reliance on gasoline, are now included as well, with a new minimum fee of $75 added to their registration.

How Value Shapes the Surcharge

The updated surcharge isn’t flat. It scales based on the vehicle’s original sticker price and age. In the first year of registration, fully electric vehicles will be assessed an additional fee equal to 0.5 percent of the manufacturer’s suggested retail price (MSRP). For plug-in hybrids, the rate is set at 0.25 percent.

As vehicles age, the surcharge is reduced each year according to a sliding scale. By the second year, the calculation uses 95 percent of the original MSRP. That figure drops to 90 percent in year three, 80 percent in year four, and continues to decline by 10 percent increments. Once a vehicle is more than ten years old, the fee is based on just 10 percent of its original MSRP.

What Does It Mean for Popular Models?

For those considering an electric pickup like the Ford F-150 Lightning, the first-year fee could run as high as $325. By year two, that drops slightly to $309, and by year three it falls to around $253. Drivers of a Tesla Model 3, one of the state’s most common EVs, would be looking at $221 in the first year, followed by $210 in year two and $172 in year three.

As reported by Kare11, lawmakers have framed the new system as a way to ensure road infrastructure funding keeps pace with the shift away from internal combustion engines. Still, the move has raised concerns that it could dampen enthusiasm for EVs and plug-in hybrids at a time when adoption is just beginning to gain momentum.

The registration fee increases are not the only policy changes on the horizon. Beginning July 1, 2027, all public charging stations in the state that operate at 50 kW or higher will face a new tax of five cents per kilowatt-hour delivered. While relatively modest, the fee adds another layer of cost for EV drivers using fast charging options.

Once treated as curiosities or written off entirely, Chinese cars have quietly secured a firm foothold in the UK’s market. By the end of 2025, vehicles imported from the Far East are expected to make up around 10 percent of all new car sales in the country. The days when Chinese models were casually dismissed by Western buyers now seem increasingly out of step with reality.

Read: Europe Tried To Block Chinese Cars But Ended Up Helping Them Instead

A new report from The Guardian, citing European EV analyst Matthias Schmidt, estimates that once the final sales numbers for 2025 are in, Chinese brands will have sold more than 200,000 new vehicles in the UK.

MG and BYD Drive the Surge

The lion’s share of that success comes from three names in particular: MG, BYD, and Chery. Meanwhile, as Chinese manufacturers have gained ground, demand for Japanese cars has noticeably slipped.

MG continues to lead the pack by a wide margin. It sold over 70,000 cars in 2025, keeping pace with its strong performance from the previous year. BYD has also stepped up in a significant way, increasing its UK sales from fewer than 9,000 in 2024 to more than 40,000 this year. Their presence on British roads is no longer novel.

Several other Chinese brands posted significant gains during the year as well. Jaecoo sold over 20,000 vehicles, while Omoda came close to that same figure. Chery, Polestar, and Leapmotor have also continued to find traction with UK buyers, though on a somewhat smaller scale.

At the same time, Japanese brands have seen their market share in the UK slip by nearly a full percentage point over the past twelve months. The decline isn’t dramatic, but it is measurable, and it mirrors trends playing out across the continent.

Why Tariffs Didn’t Slow Things Down

As The Guardian reported, Chinese car sales have risen across the European continent despite the imposition of steep tariffs. In an effort to protect domestic manufacturers, European lawmakers introduced these measures late last year, targeting EVs produced in China. However, the tariffs do not apply to hybrid or internal combustion models, and sales of those have surged accordingly.

The UK, now outside the EU, has proven especially receptive to these brands. With no major domestic carmakers remaining, the market is wide open.

“With no genuine domestic volume brands for UK consumers to choose from, UK consumers crucially can no longer participate in what is known as patriotic purchasing,” said analyst Matthias Schmidt. “In Germany and France, half of each country’s new-car market is effectively in the control of domestic brands. While in China, we now also see that two-thirds of the market is accounted for by domestic brands.”

Mercedes EV drivers with a bad case of range anxiety might want to stock up on Ambien, now that the automaker is warning them not to charge their cars to full. The German brand has instructed owners of certain electric SUVs to limit charging to 80 percent because their cars could suffer what engineers term a “thermal event.”

In other words, a short circuit of the battery cells might result in a fire, and we’ve all seen enough videos of EV infernos to know they can be devastating, and extremely difficult to put out.

Read: Multiple Fires Spark Urgent Warning For VW EV Owners

Fortunately for Mercedes and its owners, this issue only affects a relatively small number of cars. Just 169, to be exact, including 100 EQB 300 4Matics and 48 EQB 350 4Matics. Both are dual-motor EVs, but the recall also concerns 21 owners of the single-motor EQB 250.

Previous Form

And while the scope of this safety campaign is small, some of you might remember that the brand previously recalled over 7,000 of the SUVs in the US early in 2025 due to a fire risk. In that case Mercedes issued the same guidance about not charging past 80 percent until the fix – a software update – was applied.

All of the newly-recalled EQBs are what Mercedes calls “early-stage” MY22-23 vehicles, the automaker claiming that batteries fitted to later EQBs are more robust, and not caught up in the recall.

It also says that while owners of the 169 EVs that are affected will probably receive dash cluster warnings if things were hotting up under the floorpan during drives, a parked EQB could light up with no warning.

So if these early EQBs have less robust batteries, Mercedes must be swapping them out for newer ones, right? Apparently not. Instead owners will get a simple software update, although it’s one that still requires a trip to a Mercedes service center early in 2026.

Short-range Missile

The EQB 350 was only rated for a miserable 227 EPA miles (366 km) with a full battery, so restricting charges to 80 percent would bring the max range down to around 180 miles (290 km).

Factor in the need to leave a safety margin at the ‘empty’ end of the battery charge indicator and you could be looking at 150 miles (242 km) between fills. Let’s hope your relatives live nearby, or that you’ve made peace with spending part of the holidays loitering at freeway charging stations.

When the Gloversville Enlarged School District (NY) entered the 2024–25 school year, transportation was the last thing they expected to become a crisis. For years, the district had outsourced its student transportation operations, relying on a third-party provider to handle routing, driver management, and day-to-day logistics.

The district’s footprint covers 82 square miles and serves 2,800 students.

But just before the school year began, the district’s transportation provider abruptly announced it was done providing services. The district, which owned the buses, the garage, and now the responsibility to route and manage transportation.

“We were thrown into the [deep end of the] pool,” recalled Bill Cooper, Gloversville’s director of IT during a Q&A session at a New York Association for Pupil Transportation event. Fortunately, most of the drivers continued to drive for the district. The district hired a transportation director and began looking at various routing software vendors.

Initially, Gloversville chose the least expensive option—a decision driven by budget constraints rather than operational fit.

But within three weeks, the cracks began to show. Students were being dropped off at the wrong locations. Communication between drivers and schools was chaotic. Everything was managed on paper and spreadsheets, and updates rarely made it back to the right people.

Safety—the superintendent’s top priority—was at risk.

“It was a mess,” Cooper said bluntly during the Q&A session. “We had kids getting dropped off at the wrong location. We even had one kid just jump off the bus and leave. There was no accountability.”

At one point, Cooper said, “the transportation director considered quitting. We didn’t want that.”

Faced with mounting problems and growing frustration, Superintendent David Halloran made a decisive call, Cooper said: “We’re dumping this other company no matter what—even if we’re stuck paying for the year-long commitment. We’ve got to make a change.”

The Turning Point: A Call for Help

That’s when Gloversville reached out to Transfinder.

“We went back and swallowed our pride and then I called Transfinder,” Cooper said. Within 15 minutes Cooper had a response from Transfinder that help was on the way. Within three days, Transfinder was onsite, meeting with district leaders and mapping out a plan.

From the first conversation, one message stood out during calls with Transfinder’s experts: “The number one thing is children’s safety, student safety.” For Cooper, that was the moment he knew they had found the right partner.

“Right then I knew I would have the support of the superintendent to help them make the decision,” he said.

Transfinder didn’t just promise a solution—they provided true partnership and delivered with speed and expertise. The district was fast-tracked through implementation, and within two months, they were fully operational. Training was designed for every role—drivers, mechanics, administrators—and designed for staff with limited IT experience.

Cooper said Transfinder’s involvement was in marked contrast with the previous vendor. “The first company I never even heard from. I thought that was strange because I knew what they needed from our Student Information System and so forth.”

“The (Transfinder) training was unbelievable. It seems like it was tailored to each individual.” Cooper noted. “They took right to it and it was amazing that people with such limited IT skills picked it up as quickly as they did.”

Results That Matter

The impact was immediate and profound. No more missed stops. No more wrong drop-offs. Communication improved dramatically, and accountability returned to the system. For Cooper, the silence was golden: “The only time I get called now is when there’s a problem. And I don’t get called—which is good.”

Beyond solving the immediate crisis, Transfinder positioned Gloversville for long-term success. Features like student tracking and advanced analytics can be added gradually, ensuring the district scales at its own pace.

In fact, Cooper mentioned some in the district wanted to purchase additional Transfinder solution and were told: “Listen, we’ll work you into that. Right now, we’re going to concentrate on getting you guys up and getting your runs and making sure your kids are getting back and forth safely.”

From that position of strength, the district can add solutions like the award-winning parent app Stopfinder.

“This has been one of the easiest implementations of a software platform that I’ve ever been involved with,” Cooper said. “I do a bunch of them.”

Lessons Learned

Looking back, Cooper offers advice for other districts: “Follow (Transfinder’s) lead. Do your homework. Find out what your priorities are and make sure they match the company’s priorities. I knew when I heard that children are your main concern and the safety of our children, we were definitely on the right page.”

For Gloversville, the move to Transfinder wasn’t just a technology upgrade—it was a lifeline. In the face of a transportation crisis, the district found a partner that delivered speed, reliability, and peace of mind. Today, Gloversville’s transportation system is safer, smarter, and ready for the future.

“You guys really bailed us out of a pretty serious situation,” Cooper says. “So, thank you. I couldn’t be happier.”

To learn more, visit www.transfinder.com/solutions, call 800-373-3609 or email solutions@tranfinder.com.

The views expressed are those of the content sponsor and do not reflect those of School Transportation News.

The post From Crisis to Confidence: Gloversville’s Journey to Transfinder appeared first on School Transportation News.

Our first issue of 2026 brings the focus back to transportation of students with special needs and disabilities. Learn more about leveraging camera technology for student safety and driver training, Medicaid reimbursement management, the considerations of using non-yellow school bus vehicles for student transportation and the details on new securement technology for students with disabilities and how to train staff to use it correctly. Also read articles on targeting sexual assault onboard school buses and the multi-faceted approach needed to build and retain student transportation teams that are prepared for the wide variety of student needs.

Find more information about our upcoming 2026 conferences in the magazine as well as a recap of the 2025 TSD Conference!

Read the full January 2026 issue.

Features

Navigating the Complexities
The arduous task of tracking students and routes for Medicaid reimbursement can be off-putting. However, software companies are highlighting the benefits of how technology can help with documenting and reporting.

Smaller Options
Switching to alternative transportation vehicles like vans and SUVs for students with disabilities is beneficial in some circumstances, but at what cost?

Secure & Ensure
As securement devices for students with disabilities become more specialized, ensuring transportation staff are trained in securing them properly inside the school bus is a top safety element.

Special Reports

Eagle Eye on Student Transportation Safety
Leveraging camera technology can offer a host of safety solutions, from identifying student behavior issues to detailing driver performance behind the wheel.

Feedback
Online
Ad Index

Editor’s Take by Ryan Gray
Driving Change in 2026

Thought Leader by Linda Bluth
Sexual Assault on School Transportation Vehicles: A Call for Action

Publisher’s Corner by Tony Corpin
Innovative Staffing & Retention

The post January 2026 appeared first on School Transportation News.

Chinese electric vehicles are spreading fast across global markets, fueled by booming demand and strong backing from Beijing. In November alone, China’s EV exports jumped 87 percent compared to the same month last year. Yet even with this rapid growth, cracks are starting to show.

The year 2026 is shaping up to be a major turning point for China’s EV sector, with a looming shakeout expected to hit dozens of struggling manufacturers.

Read: China’s Getting Ready To Flood The World With Even Cheaper EVs And PHEVs

Deliveries of new vehicles in China are expected to slip by as much as 5 percent next year, the largest contraction since 2020, due in part to lowered government support and the industry’s history of overcapacity.

Industry at a Crossroads

And this isn’t speculation from outsiders either, but comes from the South China Morning Post (SCMP), a Hong Kong-based English-language newspaper owned by Alibaba Group. The SCMP reports that around 50 of China’s money-losing EV makers may be forced to either downsize or shut down entirely in 2026.

“Time is against those players whose cars cannot impress young drivers,” said Qian Kang, who runs a factory producing automotive printed circuit boards. “For most of the unprofitable EV assemblers, next year’s performance will be critical.”

Policy Shifts and Market Pressure

Much hinges on an upcoming policy decision. In January, Beijing is expected to determine whether the 20,000 yuan (roughly US$2,900) EV trade-in subsidy will be extended. Meanwhile, the current 10 percent purchase tax exemption is set to expire at the end of this year. A reduced 5 percent rate will apply starting in January and remain in place until the full tax returns in 2028.

While the price war among Chinese firms has brought affordable EVs within reach of millions of car buyers, it has eroded many companies’ ability to turn a profit. Combined with significant investments into research and development, as well as urgency among brands to establish large portfolios of models, it’s hardly a surprise that very few carmakers have become profitable.

“The fundraising bonanza surrounding China’s EV makers and key car component suppliers is history now,” angel investor Yin Ran said. “So it will be a game of survival, with profitable carmakers becoming the winners, while unprofitable players face running out of funds soon.”

Few companies have weathered the storm. Profitable big players such as BYD, Seres, and Li Auto stand out as rare exceptions. These firms are expected to intensify their overseas efforts as they look for new growth opportunities. Research from AlixPartners suggests that only about 10 percent of China’s EV brands will be profitable in the coming years.

Leapmotor Gets Cash Injection

Among the handful of companies securing new support, Stellantis-backed Leapmotor has landed a major investment. The state-owned FAW Group has announced it will acquire a 5 percent stake in the Chinese carmaker for 3.74 billion yuan, or $534 million. This makes Leapmotor the first of the nation’s car manufacturers to receive investment from a state-owned group and will help with its planned expansion.

Leapmotor is aiming to deliver 1 million vehicles in 2026. If it achieves this figure, it would be China’s third-largest EV maker, trailing only BYD and Geely. Through the first 11 months of 2025, Leapmotor delivered 536,132 vehicles.

“Leapmotor aims to achieve annual deliveries of 4 million units a year in 10 years’ time,” Leapmotor found and chief executive Zhu Jiangming revealed in an interview. “Leapmotor will strengthen our value through the fine-tuning of our production, while offering customers best [driving] experiences.”

Volkswagen wants you to believe it’s democratizing electric power. The ID.Polo that hits showrooms in 2026 is supposed to be the proof, with a headline starting price of €25,000 ($29,400/£21,800). The catch is that when the order books open, that price will be more of a concept than a reality.

According to dealer sources who spoke to German media, customers will be able to configure the ID.Polo from April 2026. That much appears to be on schedule.

Related: VW Cancels ID. Buzz For 2026 As Dealers Warn It Might Be Over

But initially, only the more powerful 208 hp (155 kW / 211 PS) version, fitted with a larger 52 kWh nickel manganese cobalt battery, will be available. That version is expected to land well above the headline price, with estimates circling closer to €30,000 ($35,300/£26,100) or more, depending on equipment and regional taxes.

The reason is battery supply. The affordable 114 hp (85 kW / 116 PS) base version and the 133 hp (99 kW / 135 PS) mid-ranking variant uses a simpler and cheaper 37 kWh battery that offers less range, but makes the price work. But that battery won’t be ready at launch, Germany’s Handelsblatt reports.

Volkswagen has confirmed that the entry level version will follow later, blaming the delayed availability of the lower cost cells rather than any sudden change of heart about pricing.

Weeks or months?

Officially, Volkswagen says the delay will only be a few weeks. Dealers, though, are less optimistic. Some suggest it could be six months or even longer before the true budget version is actually available to order.  “The longest we’ve heard is that it could take up to six or even nine months until the smaller battery is actually available,” one of them told the news outlet.

That gap matters because much of the ID.Polo’s marketing pitch has been built around that €25k figure – except for the upcoming GTI version, the first electric VW to carry those letters.

It is not an unusual strategy. Automakers often launch with higher margin versions first to cover costs, manage supply and just milk fans who are desperate to be the first on their street to own a certain new model and are happy to pay a premium for that privilege.

The difference, Handelsblatt suggests, is in expectations. Volkswagen has positioned the ID.Polo as a political and cultural milestone, the electric car for the masses that finally makes EV ownership feel normal and affordable.

When that affordable version isn’t immediately available, disappointment is inevitable, even if the strategy makes business sense.

If it feels like the Kia EV5 just arrived, you’re not imagining things. The all-electric crossover made its debut in China in late 2023, followed by rollouts in Australia, Brazil, and other Western markets through 2024, eventually going on sale in Europe just this past fall.

Despite still being a recent arrival in most showrooms around the world, Kia has already confirmed that a mid-cycle refresh is on the way. The update is expected to arrive before the end of 2026, with a market launch likely following in 2027 for most regions outside China.

Review: The 2025 Kia EV5 Makes A Whole Lot Of Sense

Kia Australia’s general manager of product planning, Roland Rivero, recently addressed the upcoming update, noting it will come with the expected range of mid-life improvements. “So yes, there’ll be some cosmetics, and there’ll be some tech,” he told local outlet Drive.

Rivero didn’t elaborate on what those changes might involve. Still, it’s not hard to imagine where updates could be focused to make the EV5 more competitive and appealing.

Will Kia Speed Things Up?

The current European-specification 2025 Kia EV5

A likely candidate for improvement is charging. Unlike Hyundai’s flagship EVs, the EV5 doesn’t ride on the advanced E-GMP 800-volt platform. Instead, it uses the more affordable 400-volt N3 eK system. This limits DC fast charging speeds to a maximum of 140 kW, translating to a 10 to 80 percent charge in 38 minutes.

Also: Kia’s Pickup Isn’t Selling and Someone Just Designed a Better One

That’s a step behind direct competitors like the Tesla Model Y and BYD Sealion 7, and significantly slower than Hyundai’s Ioniq 5 and Kia’s own EV6.

While we do not expect the EV5 to shift to an 800-volt architecture as part of its facelift, Kia could work to improve charging times. Additionally, the EV5 isn’t as efficient as some rivals and could benefit from more range.

EU-spec 2025 Kia EV5

It’s unclear if any significant alterations could be made to the SUV’s cabin. Last month, Kia unveiled the intriguing EV5 Weekender concept, fitted with a host of off-road upgrades. While the exterior was updated, more significant changes were made to the cabin.

For example, the concept ditched the dual driver and infotainment display of the current model, instead opting for a single panel encompassing the infotainment screen and a passenger display. Positioned ahead of the steering wheel was a thin cluster.

Kia also fitted the concept with a distinctive new steering wheel and eliminated the unconventional center console found in the production version.

The Weekender could even hint at a new variant for the refreshed lineup, potentially adding a more rugged model to the mix.

Kia EV5 Weekender Concept

Several years ago, Elon Musk proudly proclaimed that Tesla would be moving as many as 250,000 Cybertrucks annually. The electric pickup was billed as a disruptive force, set to shake up the truck market. In reality, it hasn’t come anywhere near those targets. This year, Tesla is expected to sell fewer than 20,000 Cybertrucks, less than 10 percent of that overly ambitious goal.

Read: This Shop Tore Down A Cybertruck To Do What Tesla Wouldn’t In Europe

While you’ll never hear Tesla head honcho Elon Musk describe the Cybertruck as anything other than a raging success, lower-than-expected sales are hurting suppliers.

One notable casualty is L&F Co., a South Korean battery material supplier, which recently disclosed that its supply contract with Tesla had been cut by 99 percent, a shift attributed in part to sluggish demand for the truck.

A Contract Cut to the Bone

Back in February 2023, L&F had secured a sizable deal worth 3.83 trillion won (roughly $2.67 billion) to provide Tesla with high-nickel cathode material intended for the Cybertruck’s batteries. But that agreement has now been trimmed down to a token 9.73 million won, or about $6,776 at current exchange rates.

The original contract was tied to Tesla’s 4680 battery cells, which were first revealed in 2020. At the time, Tesla presented them as a major leap forward, central to its plan to rapidly expand production and eventually launch a $25,000 EV. That model has yet to materialize, and so far, the 4680 cells are used primarily in the Cybertruck.

According to an unnamed source with knowledge of the supply contract, L&F only needed to supply contract with small amounts of material as the development of the Cybertruck was repeatedly postponed. Bloomberg reports that policy and economic issues also affected the contract, including the elimination of subsidies through the Inflation Reduction Act.

SpaceX to the Rescue?

As Tesla continues to struggle with sluggish Cybertruck sales, a familiar buyer has entered the picture. According to a recent report, SpaceX has already purchased more than 1,000 Cybertrucks from Tesla, and that number could eventually climb to 2,000.

SpaceX hasn’t said why it’s buying so many Cybertrucks, but it likely has more to do with surplus stock than necessity. Either way, the move points to just how closely Musk’s companies operate, and hints that Tesla may be offloading inventory through its own back door.

Volunteers in Minnesota are collecting pine needles to help researchers determine how PFAS -- the substances commonly called forever chemicals -- find their way into water, soil and air.

Chinese cars were once the butt of jokes, but they’ve become a major threat to Western automakers. That’s clear today as data from China’s General Administration of Customs has revealed exports of electric vehicles soared 87 percent in November.

More: Europe Tried To Block Chinese Cars But Ended Up Helping Them Instead

That’s a huge increase compared to last year and the most popular destination in November was Mexico. Chinese EV exports to the country soared 2,367 percent to total 19,344 units. While the numbers don’t reveal which vehicles were responsible for the boost, the BYD Dolphin Mini has been a hit south of the border.

The small EV measures just 148.8 inches (3,780 mm) long and features a front-mounted motor developing 74 hp (55 kW / 75 PS) and 100 lb-ft (135 Nm) of torque. Customers can also get 30.1 and 38.8 kWh battery packs, which provide a NEDC range of up to 236 miles (380 km).

Mexico was followed by Indonesia and Thailand as the top markets for Chinese exports last month. The former country imported 17,503 vehicles, while the latter took in 13,517.

Focusing on Europe, exports to the UK soared 113 percent last month to 9,096. This means 121,555 Chinese EVs have arrived since the beginning of the year and this is an increase of 24 percent .

That pales in comparison to Belgium, where 195,309 Chinese EVs have been imported in the first 11 months of the year. However, it’s worth noting this is a 15 percent drop compared to 2024.

Where Most Chinese EVs Are Going

Asia remained the biggest market for Chinese EVs as exports climbed 71 percent to 110,061 units in November. They were followed by Europe and Latin America (including the Caribbean).

While Asian countries have imported nearly 1 million Chinese EVs through November, the big story is Europe’s 604,105. That’s 12 percent more than 2024 and the number shows why European automakers and politicians are so worried.

It’s been two years since Tesla began delivering the Cybertruck to customers, yet the company is still wrestling with one of the vehicle’s most persistent design headaches. We’re talking about its massive single windshield wiper.

Despite earlier attempts to fix it through mechanical and software updates, Tesla is now believed to be working on a third version of the wiper system to finally address lingering faults.

Read: Texans Roast Police Department’s New “Garbage Can” Cybertruck

A recent case in the US highlights the problem. When a Cybertruck owner brought their vehicle in for service, Tesla’s response revealed that “wiper performance is under active Engineering investigation,” according to a message from the company’s service department.

What’s Wrong With the Blade?

Complaints from owners began as soon as deliveries started. The wiper’s 4-foot blade is the largest fitted to any production vehicle, but users have flagged multiple problems. These include poor blade contact at the middle and top of the stroke, improper stowing at highway speeds, and washer fluid issues.

Performance drops further in cold weather, where salt, slush, and snow can overwhelm the system. Some owners have also noted that the wiper occasionally fails to clear the area in front of the forward-facing FSD cameras.

One post on X captured the frustration:

Love the Cybertruck. Hate the wiper system. Tesla needs to issue a voluntary service providing a free upgraded/redesigned wiper arm and sprayer. This is not a one-time event. Happens every time we hit salt/slush and snow. It’shighly unsafe. There were a few times today on I-70… pic.twitter.com/ajy2BYFQDA

— Spotted Model: Cars & Tech (@spotted_model) December 18, 2025

Updates Haven’t Solved It

Tesla recalled the wiper motors in June 2024 and has also updated the software, aiming to improve the blade’s movement and how it sits when not in use. A revised V2 blade has also been installed on many trucks, but that version appears to have its own reliability concerns.

The full scope of Tesla’s engineering investigation, initially reported by Not a Tesla App, hasn’t been made public. It’s unclear how long the company has been working on a fix or when an update might be introduced.

There’s speculation that a more substantial redesign could be underway. NotebookCheck notes that the original self-driving Cybercab concept featured a single wiper blade, similar to the Cybertruck. But a newer prototype, believed to be close to production, was recently spotted with a more conventional twin-wiper setup. That’s fueled suggestions that the Cybertruck might adopt the same configuration.

Sources: Not a Tesla App, NotebookCheck

Fuel economy regulations have shaped the auto industry for decades, setting benchmarks for combustion engines around the world. But when it comes to electric vehicles, formal efficiency standards have remained largely absent.

That’s beginning to change. In China, a new set of laws focused on EV energy consumption is set to take effect, requiring automakers to deliver more efficient electric models.

Read: China Is Banning Tesla-Style Door Handles

The regulations are designed around vehicle weight, assigning maximum energy usage thresholds for different categories. For example, a typical battery-electric passenger car weighing about two tons will need to consume no more than 15.1 kilowatt-hours per 100 kilometers.

That’s quite a low number and is around the same as you might expect to achieve in a new Tesla Model 3 during typical, everyday driving.

Efficiency Gets a Legal Backbone

According to local media, these new regulations will be approximately 11 percent stricter than the outgoing recommendations. Chinese authorities believe that thanks to the new efficiency standards, EV owners will see an increase in their average driving ranges of about 7 percent.

Importantly, the regulations are designed to prevent manufacturers from simply bolting on larger battery packs to achieve longer ranges. Instead, the focus will shift to improving the efficiency of existing systems and designs.

Chinese tech publication IT Home notes that this will be the first mandatory EV power consumption regulation in the world. The law is scheduled to take effect on January 1, 2026.

Behind the Policy Push

Work on the new standards has been ongoing for several months. In July, China’s Ministry of Industry and Information Technology, the National Development and Reform Commission, and the State Administration for Market Regulation met to work on the new laws, as well as new battery recycling standards.

Read: BMW And Porsche Just Lost China’s Luxury Market To A $100,000 Newcomer

Car News China notes that many EVs currently sold by major brands like BYD and Geely already meet the new efficiency standards. Models that fall short may need to be upgraded or pulled from production entirely until they’re brought into compliance.

Sources: IT Home, Car News China