REDWOOD CITY, Calif., – The Women Presidents Organization (WPO) has named Zūm to its list of the 2026 50 Fastest Growing Women-Owned/Led Companies, supported by J.P. Morgan Commercial Banking.
Zum ranks No. 4 on this year’s list, which highlights the impressive scale, growth, and impact of women-owned or led enterprises around the world. To be eligible, all companies must be privately held, women-owned or led, and must have reached annual revenues of at least $500,000 in each of the last five years.
“Zum is proud to be modernizing mobility systems in more than 4,500 schools nationwide through Zum CMX, a fully integrated system designed to eliminate the anxiety, uncertainty, and lack of visibility that have plagued student transportation for decades,” said Ritu Narayan, Founder and CEO of Zum. “We are honored to be recognized on this prestigious list of the 2026 50 Fastest Growing Women-Owned/Led Companies, and appreciate all of our team, customers, investors and partners who support our mission.”
“The women leading the 50 Fastest Growing Women-Owned/Led Companies are not only scaling successful businesses, they are navigating change, seizing opportunity, and setting the pace within their industries,” said Camille Burns, CEO of the Women Presidents Organization. “Their collective impact reflects the growing influence of women at the highest levels of business. These companies are redefining what scalable leadership looks like today.”Companies on the 2026 list represent a wide array of industries, including travel and hospitality, digital marketing, manufacturing, consumer packaged goods, human capital solutions, information technology and more. Combined, the 2026 50 Fastest generated $8.5 billion in revenue and employed more than 23,000 people in 2025 alone.
Zum’s technology-led and data-driven approach improves transparency, communication, and efficiency while delivering a safer, more reliable experience for students and families. The company recently announced a $100 million strategic investment from TPG, bringing its total funding to $430 million and valuing Zum at $1.7 billion.
Adopted in 17 states, Zum delivers its unified system across more than 4,500 schools, including Omaha Public Schools, Boston Public Schools, Kansas City Public Schools, Los Angeles Unified, and San Francisco Unified. Zum’s fully integrated Connected Mobility Experience (CMX) system connects people, vehicles, and operations in real time, reducing anxiety and creating reliable, safe and seamless transportation for families and schools.
The 2026 honorees will be formally recognized during the WPO Entrepreneurial Excellence Forum on May 7 in Hollywood, Florida. See the full list of the 2026 50 Fastest Growing Women-Owned/Led Companies at women-presidents.com/news-events/50-fastest.
To learn more about how Zum is leading the nation in safe and reliable student mobility, visit www.ridezum.com.
About Women Presidents Organization (WPO)
The Women Presidents Organization (WPO) is a non-profit membership organization where dynamic and diverse women business leaders around the world tap into collective insight with exclusive access to entrepreneurial equals, innovative ideas, and executive education. WPO members have guided their business to generate at least $2 million USD in gross annual sales (or $1 million USD for a service-based business). Each WPO chapter serves as a professionally-facilitated peer advisory group for members where they can harness the momentum of their successes and cultivate new strategies that will take them even farther. Learn more at women-presidents.com.
About J.P. Morgan Commercial Banking
J.P. Morgan Commercial Banking is a business of JPMorgan Chase & Co. (NYSE: JPM), a leading global financial services firm with assets of $4.4 trillion and operations worldwide. Commercial Banking serves emerging startups to mid-corporate businesses as well as government entities, not-for-profit organizations, and commercial real estate investors, developers and owners. Clients are supported through every stage of growth with specialized industry expertise and tailored financial solutions including digital banking and payments solutions, credit and financing, international banking, advisory services and more. Information about J.P. Morgan Commercial Banking is available at www.jpmorganchase.com/commercial.
About Zum
Zum is revolutionizing mass mobility with its Connected Mobility Experience (Zum CMX) system that connects and coordinates people, vehicles, and operations in real time. In the $50 billion student mobility market – the largest segment of the mass mobility industry – Zum CMX is transforming a daily source of anxiety and disruption into a reliable, transparent, and efficient mobility experience for students and families. Today, more than 4,500 schools rely on Zum CMX. Recognized globally for its innovative approach and operational execution, Zum has been named to Fast Company’s World’s Most Innovative Companies, CNBC Disruptor 50 and Changemakers, the World Economic Forum, and the Financial Times’ Fastest Growing Companies lists. Zum is backed by leading investors including Sequoia Capital, GIC, SoftBank, and TPG. Zum, Zum CMX, and associated logos are trademarks of Zum Services, Inc. All rights reserved. Learn more at www.ridezum.com.
Student transportation leaders often encounter unique situations that require creative solutions to meet student needs. An island off the coast of Virginia’s Eastern Shore required a solution that looks very different from the classic yellow school bus.
Accomack County Public Schools serves about 5,000 students who attend 11 kindergarten through 12th grade. Three of these schools are located on islands off the coast of the state.
“Tangier Island is located off the western coast of Accomack County in the Chesapeake Bay, and unlike our other island, Chincoteague, Tangier is only accessible by boat or airplane,” explained Danielle Clark, the district’s public information officer.
The small island of Tangier only has a population of 436 residents. (Photo courtesy of Accomack County Public Schools.)
The small island of Tangier only has a population of 436, and Clark shared that residents rely on ATVs, bicycles, golf carts and few cars for transportation. When a student with disabilities needed transportation to school, the district’s transportation department purchased a dedicated golf cart to ensure safe and reliable transportation.
“The driver, Mr. Kim Parks, is affectionately referred to as Mr. Kim or Sox by the students and staff,” said Clark. “He is the all-around handyman of the school and takes great pride in his role of helping students, staff and the community as a whole.”
Chris Reeder, transportation supervisor at Accomack, said his department is responsible for providing and maintaining the golf cart used on Tangier. He continued that when the batteries needed to be replaced, staff had to transport the new batteries by boat to the island.
“We also have to meet the boat for any trips the students go on there,” said Reeder. “They arrive over here on the boat, and we take them by bus to various locations of field trips.”
Students on Tangier are reliably transported to and from school through efforts from the district’s transportation department located on the Virginia mainland. (Photo courtesy of Accomack County Public Schools.)
This is just one story of a unique geographical or needs-based scenarios that requires creative solutions from student transportation departments. In North Carolina, the state’s Department of Transportation posted a video of a school bus being transported to and from Knotts Island to provide transportation for students in Currituck County.
A similar situation exists in South Carolina where students are ferried from Sandy Island to the mainland where they board a school bus. Boats can also be more commonplace when transporting students in Alaska, British Columbia and other locations surrounded by large bodies of water.
A new Opel C-SUV will launch by 2028 using Leapmotor’s architecture.
Production is set for Zaragoza, Spain, alongside the Leapmotor B10.
Engineering cuts in Germany signal a shift toward Chinese-led R&D.
Stellantis has figured out a new way to squeeze value out of its Leapmotor partnership, and Opel is the brand getting the keys. The German automaker has confirmed plans for a new electric compact SUV built on underpinnings from the Chinese EV maker, validating reports that surfaced earlier this year.
The yet-unnamed crossover is targeted for a 2028 launch, with development running under two years from start to showroom. Styling work is being handled by Opel’s design team in Russelsheim and will lean on the brand’s current visual language. The first teaser shows a sporty SUV with large wheels, tight overhangs, and the now-familiar Opel Vizor face with integrated LED lighting.
According to Opel CEO Florian Huettl, the new SUV will be “developed by international teams located in Germany and China”. It will use “core components of the latest Leapmotor electric architecture and battery technology”, with Opel’s input being limited to design, chassis engineering, lightning and seating technology.
Production of the upcoming EV will take place at the Figueruelas plant in Zaragoza, Spain, starting in 2028. The same facilities are the home of production for the Opel Corsa, Peugeot e-208, Lancia Ypsilon, and Leapmotor B10.
Another Opel SUV?
The new offering will expand Opel’s SUV lineup next to the Mokka, Frontera, and Grandland, targeting the highly competitive C-SUV segment in Europe.
While Stellantis didn’t get into details about its specifications, the new Opel will most likely be based on the Leapmotor B10. The electric SUV measures 4,515 mm (177.8 inches) long, slotting right in between the Frontera and the Grandland in terms of footprint.
The Leapmotor B10 is fitted with a single electric motor producing 215 hp (160 kW / 218 PS) and offers two battery sizes of 56.2 kWh and 67.1 kWh, offering a range of up to 434 km (270 miles). It will also be available with a range-extender powertrain offering a total range of up to 900 km (559 miles).
Leapmotor B10
Stellantis has stated that the Leapmotor B10 has been “rigorously tested” at the Balocco proving ground in Italy, meaning there could be differences to the setup of the EU-spec version compared to the model sold in China.
More importantly, the Leapmotor B10 is priced from €29,900 ($35,100) in markets like Germany, France, and Spain, undercutting the rival Skoda Elroq by €4,000 ($4,700). While it is too early to talk about pricing for the Opel version, the company promises it will be an “accessible” electric vehicle, adding that the use of Leapmotor-sourced components would “significantly enhance affordability for European customers”.
Stellantis has recently announced plans of cutting 650 engineering jobs at Opel’s historic headquarters in Russelsheim, reducing the remaining technical staff to around 1,000 people.
The site employed over 7,700 engineers back in 2017, undertaking important R&D projects for the PSA Group. Now, it has narrowed down its scope to areas like AI, software, ADAS, battery tech, and digital lighting systems. While unrelated, with the job cuts, the Leapmotor deal allows Stellantis to significantly reduce R&D expenses and the time needed to bring a new product to the market.
Crucially, the upcoming electric SUV won’t be the only Leapmotor-based product from a Stellantis brand. According to the company “the new vehicle is intended to serve as a blueprint for efficient global collaboration” meaning it could pave the way for other similar projects in the future.
The Story Of The Joint Venture
Stellantis acquired a 21% stake in Leapmotor in October 2023, becoming the largest shareholder of the Chinese brand. The LPMI (Leapmotor International) joint venture is 51% owned by Stellantis, which has the exclusive rights of selling and producing Leapmotor products outside China.
The European rollout has been quite successful, with Leapmotor delivering 40,000 units in 2025 and kicking off 2026 with a first quarter of 24,751 registrations. Besides the Old Continent, the LPMI joint venture has expanded its activities to South America, Mexico, Asia-Pacific, Middle East, and Africa.
The Skoda Epiq has been spied inside and out, ahead of its debut.
Model arrives later this month with three different powertrains.
Pricing is expected to start around €26,000 ($30,490).
Skoda is gearing up to introduce the all-new Epiq on May 19 and they’re rushing to cross all the t’s and dot all the i’s. As a result, spy photographers recently caught two prototypes undergoing last minute testing on the Nürburgring.
They were intrigued by the one seen below as they believed it could be a Sportline or RS variant, because it has steering wheel-mounted paddle shifters. However, these are common on Skoda EVs as they’re used for regenerative braking. That being said, we wouldn’t necessarily rule out a Sportline version as we can see a sporty steering wheel with a dimpled rim.
The interior image doesn’t reveal much else, but it gives us our first proper glimpse at the crossover’s 13-inch infotainment system. It will be joined by a 5.3-inch digital instrument cluster, slender air vents, and a wireless smartphone charger. Buyers will also find ambient lighting, sustainable materials, and a cargo compartment that can hold up to 47.5 cubic feet (1,344 liters) of gear.
SH Proshots
The front fascia and rear bumper are disguised, making it hard to determine if this is indeed a sporty variant. However, testers might have given us a subtle hint in the form of front fender vent stickers. Of course, we probably shouldn’t read too much into that.
Regardless of what the prototype is hiding, Skoda has already announced three different variants known as the Epiq 35, 45, and 55. The first combines a 38.5 kWh battery pack with a front-mounted motor producing 114 hp (85 kW / 116 PS) and 197 lb-ft (267 Nm) of torque. This enables the crossover to run from 0-62 mph (0-100 km/h) in 11 seconds and have a range of 196 miles (315 km).
SH Proshots
The mid-level model pares the aforementioned battery with a beefier 133 hp (99 kW / 135 PS) motor. This lowers the 0-62 mph (100 km/h) time to 9.8 seconds without having an impact on range.
The range-topper sports a larger 55 kWh battery as well as a motor developing 208 hp (155 kW / 211 PS) and 214 lb-ft (290 Nm) of torque. This is the most interesting of the group as it accelerates from 0-62 mph (100 km/h) in 7.4 seconds and has a range of up to 267 miles.
While we’re skeptical this is a performance variant, it’s not hard to imagine one on the horizon as Volkswagen has already confirmed plans for an ID. Polo GTI with 223 hp (166 kW / 226 PS) in 2027.
Faraday Future is pausing their FX Super One minivan project.
Company now eyes 800V architecture or range-extended powertrain.
Minivan’s mass production is now subject to securing financing.
Less than a year after introducing the FX Super One minivan, Faraday Future is hitting pause. The floundering automaker blamed the move on the vehicle’s 400V architecture, which they deemed uncompetitive.
As for what the future holds, the company isn’t exactly sure. However, they want to pivot to either an 800V architecture or a range-extended powertrain. They said the change would provide “users with stronger product competitiveness and greater value.”
The firm added an 800V architecture would deliver “longer range, faster charging speeds, and superior powertrain efficiency.” Likewise, they praised range-extended vehicles for being “well-suited to extreme-cold winter regions such as the U.S. East Coast.”
A number of EVs have made the transition from 400V to 800V architectures recently including the Mercedes EQS, Polestar 3, and Volvo EX90. However, these are established automakers, while Faraday Future is a penny stock that claims to be an “embodied AI ecosystem company.”
While the FX Super One project is now paused, the company hopes to begin mass production of the updated model in the future. However, this appears to be “subject to securing financing from strategic or medium-to-long-term investors.”
Despite needing funding and not knowing which way they’re going to go, Faraday laid out two delivery timelines. The updated 800V FX Super One would reportedly be faster to arrive as the company expects its “first phase of delivery within 6 to 9 months, second phase of delivery within 12 to 15 months, and third phase of delivery within 21 to 24 months.”
The company didn’t elaborate on these different phases, but said going the range-extended route would take longer as the first phase of delivery would be within 9 to 12 months, while the second would be within 21 to 24 months. The third phase would then come within 24 to 28 months, according to their projections – which have been far off in the past.
Despite sounding like a major failure, Faraday Future tried to spin it as a positive as they said the move enables them to concentrate on their new robotics business during its “critical ramp-up period.” The company added they shipped a total of 68 robots through the end of April.
Jaguar will finally reveal the production name for the radical Type 00 EV on May 12.
Four-door electric GT is expected to pack more than 1,000 hp and 700 km of range.
It marks the first production Jaguar born from the brand’s controversial EV-only reboot.
Jaguar’s reboot is about to get a lot more real. After months of teasers, heated debate, and one of the most polarizing relaunches in recent memory, the British brand is reportedly preparing to reveal the actual production name of the EV currently known as the Jaguar Type 00. The wait has been long, and it’s not over anytime soon, as production hasn’t started, but a lot is riding on this nameplate.
Known internally as the X900, the concept and production mules have been all over the planet. It’s a long, low-slung four-door electric grand tourer that is supposed to reset the bar for what a Jaguar is. Now, according to a report from Autocar India, we’ll find out what Jaguar will call it on May 12. Then, in September, the brand will reveal the production-spec version, and if all goes according to plan, deliveries will start sometime in 2027.
Underneath the long hood and fastback roofline sits Jaguar’s new dedicated EV platform, dubbed JEA, short for Jaguar Electric Architecture. The company says the car will use a tri-motor setup with one motor up front and two at the rear, producing over 1,000 hp (746 kW) and roughly 959 lb-ft (1,300 Nm) of torque in the launch edition. That would immediately make it the most powerful Jaguar road car ever built.
Jaguar is also targeting around 700 km (435 miles) of WLTP range from a battery pack measuring about 120 kWh. The automaker claims the car can recover approximately 321 km (200 miles) of range in just 15 minutes of fast charging.
Despite the outlandish concept styling, spy shots suggest the production car stays remarkably faithful to the original design previewed by the concept. It keeps the exaggerated proportions, long front end, slab-sided surfacing, and sleek roofline, though the production version swaps the concept’s two-door layout for a more practical four-door GT configuration. Jaguar needs a win here. Hopefully, it has an appropriately grand name for this new grand tourer.
The Hyptec S600 is offered in all-electric and range-extender forms.
GAC’s latest SUV is larger than the Macan Electric and Zeekr 7X.
Key features include a 22-speaker audio system and metal accents.
China’s GAC has expanded its EV lineup yet again, this time launching an electric SUV under its premium Hyptec sub-brand. It’s called the S600, and while the name won’t win any creative writing awards, the styling does some talking on its own. The crossover borrows more than a few cues from the Porsche Macan Electric, and pre-orders are already open.
Most modern SUVs trip over each other in the design department, and the S600 isn’t entirely innocent of that either. The upper sections of the headlights bear a clear resemblance to a certain Stuttgart silhouette. That said, the overall execution is genuinely clean.
GAC’s designers were clearly willing to sacrifice a bit of rear headroom and cargo space for a sleeker coupe-style roofline. The payoff is a particularly sharp tail section, anchored by intricate LED taillights and a configurable light bar that stretches the full width of the body.
Prioritizing Luxury
The new Hyptec model measures 5,015 mm (197.4 inches) long, 1,933 mm (76.1 inches) wide, 1,700 mm (66.9 inches) tall, and rides on a 2,936 mm (115.5-inch) wheelbase. That makes it noticeably larger than something like the Zeekr 7X, which is 4,787 mm (188.4 inches) long with a 2,900 mm (114.1-inch) wheelbase. Unsurprisingly, the S600’s cabin looks ready to swallow a family and all their luggage without much complaint.
A large central touchscreen is found in the center of the dash, while there’s also a separate digital gauge cluster. High-end metallic finishes are visible around the air vents and on the door panels, as well as around the center console, which houses a wireless phone charger. A large head-up display is also featured.
The rear of the cabin looks equally plush, with seatbacks that recline up to 143 degrees and deployable footrests. A 22-speaker audio system also comes standard.
GAC will sell both all-electric and range-extended versions of the S600. The pure electric version will be offered with lithium iron phosphate and ternary lithium batteries. While we don’t yet know their capacities, the driving range should range from 410 miles (660 km) to 497 miles (800 km). Power will be supplied to a single 335 hp (250 kW) electric motor.
The range-extended model will also feature a 1.5-liter turbocharged engine, increasing total driving range but limiting EV-only range to 143 miles (230 km).
Ford admits its first electric vehicles fell short of changing the industry.
A 350-person team in Long Beach is rebuilding how Ford makes EVs.
The new $30,000 mid-size electric pickup is expected to arrive next year.
Ford knows its first swing at EVs missed. The Mustang Mach-E and F-150 Lightning sold in respectable numbers but never delivered the volume, margins, or cultural impact the company was chasing, and both have since been overtaken by leaner, cheaper competition. The Blue Oval’s answer is a ground-up reset, and the headline product is a mid-size electric pickup priced at $30,000.
We’ve known about this model for quite some time, developed by Ford’s small skunkworks lab. The brand has now shed new light on the Ford Electric Vehicle Design Center, which houses its ace team of engineers, and provided select members of the automotive press with a quick preview of the new truck.
The campus now houses 350 people, including company veterans and new arrivals from startups and the consumer electronics industries. Situated in Long Beach, California, the site is rethinking how Ford should build EVs, making them simpler and cheaper. At the core of this is the new Universal EV Platform.
This platform consists of three large cast elements joined together and then topped by the cab of the pickup, or both body styles, which will follow. While Ford didn’t unveil the electric truck in full, Car and Driver caught a glimpse of a camouflaged mule, noting that it has a traditional pickup truck shape and appears similar in size to the current Maverick, albeit with higher sides on the bed.
In addition, it seems the EV will have a short nose, allowing Ford to expand the cabin size. According to Ford, the truck will have more interior space than a Toyota RAV4.
Easy To Repair
An important aspect of the new platform will be its repairability. After all, there’s no point in selling an affordable car if it has to be scrapped after even the most minor of collisions. According to the chief engineer of Ford’s advanced vehicle structure architecture, the three large platform castings will each include cutlines, where damaged sections can be cut out and replaced with new ones.
48-Volt Tech
Another key area of development is the EV’s wiring. Vehicles using the new platform will rely primarily on 48-volt electrical systems for most components, other than the lights, electric windows, and other parts that will still run at 12 volts. Ford has significantly reduced the amount of wiring used in the vehicle and notes that 48-volt components are also much lighter and smaller.
In total, the truck will have 20 percent fewer parts and 50 percent fewer cooling hoses and connections than previous Ford EVs, meaning it can be assembled 15 percent faster. Ford says the new pickup will be ready by next year.
BYD reportedly plans 20 Canadian sales sites during 2026.
Zeekr has started hiring senior staff for Toronto operations.
New tariff rules sharply lower Chinese EV import costs there.
The floodgates are creaking open in Canada. Just as Tesla relaunched its Chinese-built Model 3 in the country, several of China’s most aggressive automakers are putting the pieces in place to follow it through the door. Geely, Chery, and BYD are all moving on the Canadian market.
As part of its preparations, Chery has brought two SUVs from its Jaecoo brand to Toronto, equipped with Ontario manufacturer license plates. Autonews Canada identified the vehicles as Jaecoo E5s, an all-electric SUV that starts at about $37,000 in Australia, where the currency is roughly at parity with the Canadian dollar.
While these vehicles are thought to be in Canada only temporarily, their appearance comes shortly after the automaker sent almost two dozen local dealer representatives to the Beijing Auto Show, giving them a firsthand look at the Chinese market.
It’s not just Chery that’s making important moves in Canada. According to a report from last month, BYD plans to open 20 sales locations this year. The company reportedly intends to work with local partners to establish those stores. It’s also said to be actively considering building its own factory in Canada, or perhaps acquiring one from an established brand.
Zeekr Gears Up
In the not-too-distant future, Canadians could have several new models from the Geely Group to choose from. One of the most exciting brands prepping for a local launch is Zeekr, with confirmation that it recently began hiring for seven senior-level positions in late April, all based in Toronto and including positions in sales, legal, marketing, and aftersales. The hiring push also includes product and network development roles.
Geely is also looking to hire someone to serve as Zeekr’s head of network development, responsible for evaluating dealer business plans and establishing a dealer operations guide.
The rush for Chinese brands to launch in Canada comes just months after the two nations signed an important new trade deal. Through this deal, tariff rates for 49,000 EVs imported from China will be slashed from 100 percent to just 6.1 percent. Importantly, the quota of 49,000 eligible vehicles will be allocated on a first-come, first-served basis, meaning automakers need to act quickly. Only 24,500 permits will be issued in the first six months of the program.
Porsche’s Taycan Turbo GT reclaimed the Nürburgring EV record.
The Manthey Kit triples downforce and sharpens the chassis setup.
Extra power helped the EV edge past Xiaomi’s rapid SU7 Ultra.
The Porsche Taycan Turbo GT was already the apex predator of Zuffenhausen’s electric lineup, but Porsche apparently decided that wasn’t enough. The flagship sedan has just been treated to a new Manthey Kit, layered on top of the existing Weissach Package, and the result is a 6:55.553 lap of the Nürburgring with development driver Lars Kern at the wheel.
That impressive time is 12 seconds quicker than a standard Taycan Turbo GT and more than nine seconds clear of the production-spec Xiaomi SU7 Ultra’s 7:04.957, which means Porsche has clawed back the title of fastest production EV in the executive segment after watching the Chinese newcomer take it last year. It is worth noting that a Xiaomi prototype clocked an even more impressive 6:22:091 in June 2025, although that doesn’t count as a production EV.
The Manthey Kit is the product of a joint effort between Porsche’s Weissach development center and Manthey’s engineers in Meuspath, with the brief drawn straight from motorsport. The package includes a reworked aero kit, a more potent powertrain, lighter wheels, track-focused tires, and a retuned suspension.
It Looks Like A Race Car
Visually, the Manthey-prepped Taycan Turbo GT goes full track weapon, with an aggressive carbon fiber aero kit doing most of the talking. The nose gets an adjustable splitter flanked by canards and GT3-style gills cut into the fenders.
The profile gains wider fender extensions, deeper side skirts, and lighter 21-inch forged aluminum wheels fitted with carbon aero discs on the rear axle. The new wheels use titanium bolts, cut 6 pounds (2.7 kg) of unsprung mass, and wear wider performance tires. Around back, Porsche added a boxier diffuser and a larger manually adjustable rear wing.
According to Porsche, the Manthey upgrades generate more than three times the downforce of the standard model. At 200 km/h (124 mph), the car produces 310 kg (683 lbs) of downforce, up from 95 kg (209 lbs). That figure climbs to 740 kg (1,631 lbs) at the top speed of 309 km/h (192 mph), which is 5 km/h (3 miles) faster than before.
More Power, More Speed
As for the power boost, the combined output of the electric powertrain rises to 804 hp (600 kW / 815 PS) in standard form and 978 hp (730 kW / 993 PS) in Attack mode. Those figures mark increases of 27 hp and 40 hp respectively over the Taycan Turbo GT.
When launch control is activated, total output remains at 1,019 hp (760 kW / 1,033 PS), but maximum torque climbs by 22 lb-ft (30 Nm) to 936 lb-ft (1,269 Nm). Even so, those figures still fall short of the rival Xiaomi SU7 Ultra, which produces 1,526 hp (1,138 kW / 1,548 PS) and 1,770 Nm (1,305 lb-ft) of torque.
The added downforce and extra power are paired with a revised setup for the Porsche Active Ride suspension, four-wheel steering, and AWD systems. Braking performance has also been upgraded with 440 mm (17.3 inches) front discs and performance brake pads.
Porsche development driver Lars Kern said the Manthey Kit turns the Taycan Turbo GT with Weissach Package into “the ultimate track tool.” The upgrades allowed him to carry 14 km/h (8.7 mph) more speed through the “Lauda-Lefthander” section of the Nurburgring compared to his previous run.
He was born before the Great Depression, came of age in WWII, and is still making wildlife documentaries. Brits call David Attenborough a national hero, as he celebrates his 100th birthday.
LAS VEGAS — Is there a world for autonomous school buses, after all? This industry might not have a choice, according to Rivian CEO and founder R.J. Scaringe.
Conversations increased at ACT Expo this week around autonomous commercial vehicles, with several experts indicating during sessions that self-driving trucks powered by AI will explode onto the scene over the coming decade. That point was punctuated Wednesday morning by Scaringe.
“We’re going to see changes that are maybe the most significant from [a] societal impact in the history of the adult world, where we’ll have AI capabilities that can do a very large percentage of tasks that today are done by humans, that’ll free up human bandwidth to do other things,” he said during a main stage fireside chat.
“I’m of the view that we as the humans are going to continue to find higher value ways to use our time,” he added.
Scaringe suggested that over the next decade a “significant portion” of both consumer and commercial vehicles will be electric. And they will be “connected, highly intelligent” and drive themselves.
“And when I say that, I think the important thing to consider is, if you don’t have those things, what does that mean?” he asked the audience. “By 2035, if you’re a large-scale vehicle manufacturer, whether it’s on the consumer side or the commercial side, and you don’t have a connected, highly intelligent platform that’s running the software and electronics vehicle, and the vehicle doesn’t have self-driving capabilities, it’s hard to imagine maintaining market share.”
The question remains will school buses be driving themselves? Based on ACT Expo, where the commercial truck and bus industry leaders gathered, it is looking more likely. Many truck innovations eventually work their way onto and into school buses.
Amid more chatter on the role autonomous will play, notably first for heavy-duty trucking and last-mile delivery, fleets have definitively increased the use of data and connected technologies to drive more ROI, as shown by this year’s State of Sustainable Fleets report released at the conference.
Nearly everyone agrees autonomous technology for school buses won’t mean adult-less routes to and from school with rowdy children left to their own devices. But as Scaringe, opined, autonomous school buses could beg the question of how to redeploy school bus drivers as safety aides. Might that improve the driver shortage that the school bus industry has long suffered with? A leading cause of drivers leaving school districts is student on-board behavior and a real or perceived lack of support in addressing challenges.
Scaringe also discussed his new robotics company, Mind Robotics focused on AI-powered robots for industrial automation, launched earlier this year. The venture is using factory data at Rivian to actively explore human-like capabilities for industrial applications. My mind immediately wandered back to the school bus. Humanoids working with the children? What about the potential implications on how school bus data — and that from other motorists in an increasingly connected world — could further train and automate route operations? A robot blocking traffic to allow students safer passage to and from their bus stops, perhaps?
The sky is the limit.
Re-energized Talks About Electric School Buses
Meanwhile, electric vehicles, which had been the main draw for ACT Expo over the last several years, re-emerged on day three with several exhibit floor presentations about V2G deployment following Scaringe’s talk on the mainstage.
V2G is showing gains, as charge management continues to be a must for fleets. This was evidenced by projects stretching from California and Oregon to New Jersey and New England. Challenges remain, presenters OpConnect, The Mobility House and the New Jersey Department of Environmental Quality admitted. The least of which being how utility providers are setting rates for what school districts can earn for feeding the grid. But the presentations also demonstrated the successes and learned opportunities. Those figures are only expected to increase as the EPA Clean School Bus Program is expected to return this spring.
On Monday after the exhibitor floor opened, Zenobe facilitated a discussion about a complex yet successful school bus electrification project in Massachusetts. It relied on a collaborative effort between Zenobe to identify grants and incentives as well as implement the charging infrastructure alongside school bus contractor Beacon Mobility, OEMs Micro Bird and Thomas Built Buses, Mass CEC and National Grid.
Also on Monday, propane school buses continued to show ROI. Anthony Jackson, director of student transportation for Bibb County Schools in Georgia, shared his experiences with the fuel. Savings from using propane rather than diesel has resulted in savings of nearly $3 million over the last several school years and an over 30 percent decrease in cost per mile in fuel alone, to $0.27 per mile when operating propane compared to $0.39 per mile with diesel. The maintenance savings were even better at a nearly 49-percent reduction, to $0.23 per mile with propane from $0.45 per mile with diesel.
Evident at ACT Expo was the wide reach of connected vehicles and data driving AI activity. That realization, after all, spurred an event rebrand by producer TRC Clean Solutions to expand the acronym that originally stood for advanced clean transportation to encompass AI and autonomous, connected and technology.
Eric Neandross, president of TRC Clean Transportation Solutions, on Tuesday asked an OEM panel, which included International Motors CEO Mathias Carlbaum, if in 25 years their companies will be technology providers rather than simply truck manufacturers. But the answers turned attention back to diesel remaining a major player for decades to come, burning cleaner and cleaner while continuing to supplement battery-electric and all the connected software that goes with it.
A webinar dove into the 2026 State of Student Transportation report conducted in February by Zonar and School Transportation News as well as how technology can assist with both current and projected challenges.
Operational, Safety Challenges
Rachel Trindade, chief marketing officer for webinar sponsor Zonar, shared Thursday that almost 60 percent of the 118 survey respondents were transportation directors or assistant transportation directors. About two-thirds operate under 100 buses and the rest have over 100.
Hiring and maintaining drivers was the top reported operational challenge at 75 percent, followed by budget constraints at 52 percent, rising operational costs at 42 percent and aging fleet and maintenance issues at 30 percent.
Trindade noted that the school bus driver shortage and recent sharp fuel increases compound all these issues. This was confirmed by panelist Tony Harris, the director of transportation for Monongalia County Schools in West Virginia who oversees 135 buses transporting almost 12,000 students on mostly urban routes.
Tim Ammon, a longtime industry consultant, noted that these top four challenges create a feedback loop that keeps districts struggling.
The panelists agreed that modern technology, which supports things like preventative maintenance, reduced idling and optimized tire pressure, results in incremental savings that add up to a significant difference.
The most challenging student safety issues, per the survey, were parent communication gaps and driver behavior and compliance at 45 percent each, followed by tracking student ridership at 36 percent.
In both safety and operational challenges, on-time performance was still the number one Key Performance Indicator (KPI) ranking, Trindade noted.
Implementing Technology to Help
Harris shared that Monongalia County Schools will soon be implementing a student ridership tracking app, which he estimates will lead to a 50 percent reduction in parent calls to the office. He added that it will also help in data collection for reporting and reimbursement purposes.
As a consultant who works with both district and contracted fleets, Ammon noted that more districts are moving toward multi-modal transportation – often due to driver shortages or budget pressure – which means that parents want more visibility than ever into their children’s whereabouts.
When it comes to data management difficulties, over half the survey respondents ranked limited staff resources as number one. Manual processes and managing video footage volume came in at about 35 percent each.
The data problem is a people and process problem rather than a technology gap, Trindade explained, since many transportation teams are data-rich and resource-poor. Ammon noted that technology must be leveraged wisely. For instance, onboard video may be implemented to deal with behavior incidents, but staff could also utilize it for driver training and then to arrange more efficient student seating.
The survey found practically all respondents were either using or planned to use routing software. About half use parent communication apps and dashcams. Forty-one percent use student tracking, and 33 percent said they considered it for 2026, making this the most desired technology.
Harris said that the student ridership tracking the district is adding will produce an accurate student ridership count, which previously had been attempted via onboard cameras. Ammon spoke on survey respondents’ interest in predictive maintenance, which shows districts want to better utilize school bus assets.
“Transportation has always been kind of behind when it comes to technology, and I think now we’re starting to move in the other direction, where we’re embracing technology,” Harris commented.
To help drivers accept new technology, he recommended showing them its advantages. For instance, he said, explained that onboard cameras can help protect drivers accused of improper behavior.
Before adding technology, Harris recommended seeking feedback from peers. Ammon advised determining what the district is trying to control, then taking that issue to vendors.
“Start small, look at what you’re wanting to accomplish first, and build from that,” Harris agreed. “Don’t just think you’ve got to jump in all the way because, if you do, you’re going to overwhelm yourself and it’s going to defeat the purpose.”
Future-Facing Outlook
The top transportation technology investment priorities for 2026 were student ridership verification, driver coaching and safety tech, real-time GPS tracking, and parent communication solutions.
The respondents’ primary overall transportation focus over the next two to three years is on addressing driver shortages, reducing operational costs and improving student safety and compliance. Trindade pointed out how these are all interconnected.
Harris and Ammon agreed that an effective leader will distribute the right information and grant technology access to the right people, so staff isn’t burdened with unnecessary concerns.
Ammon addressed how industry suppliers can use AI to become more intuitive and provide the most accurate reports to districts. Trindade added that AI can expedite manual processes and bring actionable insights to leaders, who can then make informed decisions.
Trindade quipped that Zonar’s motto is, “AI where you want it, humans where you don’t.” She noted that Zonar supports over half of all U.S. school districts with transportation technology.
A North Greene alum and Marine Corps veteran was the first to assist students and staff after a school bus rollover Wednesday in Illinois. He helped guide passengers to safety before emergency crews arrived, reported My Journal Courier.
Kendrick Ballard, 44, of Jerseyville, said via the news report that he was driving his 12-year-old stepson to White Hall Park when they came upon the crash scene.
“The bus was on its side, and I knew the kids needed assistance getting out there and out of there as quickly as possible,” the ex-Marine told local news.
According to the article, Ballard immediately pulled over and began helping students exit the bus and moved them away from the roadway. Video recorded by his stepson shows Ballard directing students to safety and assisting them as they exited through the rear doors.
Rollover Crash Could Have Been Far Worse
Eleven students and one staff member were reportedly injured in the rollover crash. Ballard said most of the injuries appeared minor.
“There were some kids with some scrapes, and they were bleeding a little bit, but from what I saw, most of them were just really shook up,” he continued.
Ballard said he was unaware his stepson had begun recording video until later. The footage was subsequently shared with local media by a community member, who praised the ex-Marine’s willingness to act.
Ballard credited first responders and school staff, emphasizing their quick response. “It was a bad situation, but the first responders were fantastic, and North Greene’s teachers and staff were fantastic, too,” he said.
The incident reportedly marks at least the second time Ballard has been recognized for assisting others in an emergency. In 2010, the Marine Corps veteran helped rescue a woman and her two children from a car trapped in floodwaters in Springfield.
“I would like to think it was a natural instinct to go and save someone who was in trouble,” Ballard said at the time.
Deputies were alerted of the situation Monday morning after another student on the bus sent a text message to 911 communications reporting that Figueroa was in possession of a firearm. Authorities said the tip prompted an immediate response from law enforcement.
School resource officers assigned to Blythewood High School along with additional deputies located and intercepted the bus as it arrived on campus. Officials said Figueroa was quickly detained upon arrival.
A search of his belongings led to the discovery of a loaded pistol inside his bag. Investigators said there was no indication that Figueroa had attempted to use it during the bus ride. No injuries were reported in connection with the incident.
It remains unclear where Figueroa obtained the loaded gun. He was taken into custody at the scene and transported to the Alvin S. Glenn Detention Center, where he was booked. Jail records show he remains in custody, and no bond has been set as of Monday.
Officials have not said whether Figueroa will face disciplinary action from Blythewood High School or the Richland 2 School District. However, under state and federal law, firearm possession on school property typically carries a mandatory expulsion recommendation of at least one year, subject to district policy and due process.
Authorities Praise See-Something, Say Something Student
Richland County Sheriff Leon Lott praised the student who reported the gun, emphasizing the importance of speaking up in potentially dangerous situations.
“That took courage, and it made a difference,” Lott said in a statement. “Because of that student, we were able to intervene immediately and prevent a potentially dangerous situation.”
South Carolina State Director of Transportation Mike Bullman said while the incident was very serious, it was quickly and successfully contained. “In many cases, the most effective safeguard is human behavior rather than physical security,” he told STN. “From a transportation standpoint, we believe the system responded appropriately, and there is no evidence of a procedural breakdown based on what we know at this time.”
The incident underscores ongoing concerns about school safety and the role students can play in preventing violence via “See something, say something.” Law enforcement officials have increasingly encouraged the use of anonymous reporting tools and emergency communication systems to alert authorities to threats.
“We stress drivers and transportation officials the importance of being mindful and attentive to their surroundings, recognizing when something may be out of the ordinary, and the importance of the ‘See Something, Say Something’ culture,” Bullman said. “Certainly, in this case, it really paid off,” Bullman said.
Authorities have not released further details about potential motives or whether additional charges could be filed.
We are excited to announce that our RouteWise AI platform has identified over $100 million in cumulative savings for school districts to date. As districts nationwide face severe driver shortages and budget constraints, RouteWise AI has become an essential tool for returning millions of dollars to classrooms, capturing hundreds of thousands of hours of previously lost learning time, and supporting district staff and bus drivers.
The Design Canvas for Modern School Transportation
Unlike traditional software that simply rearranges vehicles and routes, RouteWise AI serves as a strategic design canvas. The software considers every possible vehicle, student locations and individual needs, district policies (bell times and boundaries), local dynamics (traffic and construction), and transportation team preferences (rider mixing and route preferences).
By analyzing billions of these data points, RouteWise AI is able to design the right routing solution, provide various scenarios, and iterate on that plan constantly as new information becomes available. The platform has allowed districts to “look before they route,” modeling complex scenarios in hours to uncover non-intuitive efficiencies.
By identifying over $100 million in savings to date, RouteWise AI has delivered high-value outcomes including:
Eliminating Underutilized Routes: Analyzing a district’s entire fleet of available vehicles to identify opportunities to eliminate underutilized routes. By identifying the right vehicle and the right stop pairings for every student, the platform enables districts to match low-occupancy routes with small-capacity vehicles, and high-capacity routes with large buses, thereby maximizing the utilization of CDL drivers.
Operating Cost Reduction: Reducing operating budgets by 10–12% by identifying efficiencies in routing and vehicle-to-student matching. These identified savings allow districts to bridge budget gaps and redirect millions of dollars back into the classroom to support teacher salaries, student programs, and competitive driver pay.
Capital Budget Optimization: Reducing the total number of routes required to serve the student population. For every nine routes reduced through RouteWise AI optimization, a district can eliminate 10 planned vehicle purchases, avoiding costs between $150,000 and $400,000+ per bus.
Efficiency Without Trade-Offs: Identifying improved routing and vehicle use while ensuring students experience no increase in transit time through custom student commute settings. This allows districts to set firm parameters on maximum ride times, ensuring efficiency never comes at the expense of the student experience.
Class Time Hours Added Back: Optimizing route efficiency and on-time performance to ensure students spend less time in transit and more time in the classroom. In Colorado Springs School District 11, RouteWise AI helped increase on-time arrivals, recovering over 17,000 hours of invaluable learning time for students in a single school year.
By automating modeling that previously took months, RouteWise AI serves as a force multiplier, giving transportation teams the tools to solve challenges without compromising service.
Real-World Impact
The financial efficiencies identified by RouteWise AI are being used by districts to solve their most pressing human resource challenges.
“RouteWise AI provides the clarity essential to maximizing our resources. As we navigate a district-wide bell time transition, the platform delivers sophisticated analyses on route design, service windows, and deadhead miles in a fraction of the time it once took to compile manually. This agility allows us to simultaneously optimize our network and resolve operational pain points, ensuring our transportation system more effectively supports student achievement.”
—Oz Flores, Director of Transportation , Aurora Public Schools in Colorado
“RouteWise AI helps us think outside the box to find solutions that were previously not possible with existing tools. By leveraging RouteWise AI optimization, we’ve effectively integrated complex schedules and substantially reduced overloads, which has helped us maintain an average of two uncovered routes per day, a significant reduction from last year. RouteWise AI isn’t about replacing our staff — it’s an essential enhancement that helps our team find creative solutions to eliminate route overlaps and drive efficiency. RouteWise AI effectively positions us to better accommodate the diverse needs of our young scholars while ensuring that each one gets to school and home safely and on time.”
—Dr. Stacey Benson Taylor, Associate Business Manager of Dayton Public Schools in Ohio
Transforming the Industry Through Multimodal “Right-Sizing”
RouteWise AI has empowered districts to embrace a multimodal transportation model — the practice of using the right vehicle for the right student at the right time. By right-sizing school bus fleets, districts have been able to allocate expensive 72+ passenger buses to high-density routes while using smaller buses, vans, and even small vehicles for low-occupancy or geographically dispersed routes — ultimately reducing the immense strain on bus drivers and transportation staff.
MACON, Ga.-Blue Bird Corporation (“Blue Bird”) (Nasdaq: BLBD), the leader in electric and low-emission school buses, announced today its fiscal 2026 second quarter financial results.
“I am incredibly proud of our team in delivering another outstanding quarterly result,” said John Wyskiel, President & CEO of Blue Bird Corporation. “The Blue Bird team continued to exceed expectations, improving operations, navigating tariffs, and expanding our leadership in alternative-powered buses. We delivered an exceptional Adj. EBITDA of $51M / 14% for the second fiscal quarter of 2026, a new all-time second-quarter record for the Company.
“In our push to expand our leadership in alternative-powered school buses, we delivered 201 electric-powered buses this quarter. As of the end of the quarter, we had more than 900 EV buses in our firm order backlog, which supports our EV sales target for 2026.
“Additionally, we are very pleased with the timely closing and integration progress of our recently announced acquisition of Micro Bird. The acquisition strengthens Blue Bird’s position with the industry’s most comprehensive bus portfolio and expands our addressable market with the Buy America–compliant shuttle bus market.
“Based on our strong first half of 2026 and final closing of the Micro Bird acquisition, we are raising our 2026 full-year Adjusted EBITDA guidance to $245 million. We look forward to sustained profitable growth in the coming years as we march towards ~$2.5B in revenue and a 15%+ Adjusted EBITDA margin.”
FY2026 Guidance and Long-Term Outlook
“We are very pleased with our second quarter results, with our highest ever Q2 Adj. EBITDA and Free Cash Flow,” said Razvan Radulescu, CFO of Blue Bird Corporation. “Our business is in a very strong position and we continue to deliver ahead of the plan we have been messaging. With the strong first half we delivered, we are raising all full-year 2026 guidance metrics, as well as building in consolidated results for Micro Bird for the second half. 2026 Guidance is being raised to Net Revenue at ~$1.75 Billion and Adj. EBITDA to ~$245 million. Additionally, we are raising our long-term profit outlook towards an Adjusted EBITDA margin of $375+ million, or 15%+, on $2.5+ billion in revenue. We are confident in our profitable growth plans.”
Fiscal 2026 Second Quarter Results
Net Sales
Net sales were $352.6 million for the second quarter of fiscal 2026, a decrease of $6.2 million, or 1.7%, compared to $358.9 million for the second quarter of fiscal 2025. The decrease in net sales is primarily due to a 6.4% decrease in units sold resulting from a 6.7% decrease in the number of production days in the second quarter of fiscal 2026 when compared with the same period in fiscal 2025, which primarily resulted from the timing of holidays, and our corresponding plant shutdown, in our production calendar. As a result of producing fewer buses, we had fewer units that were available to sale. However, the decrease resulting from selling fewer units was partially offset by Bus customer and product mix changes and cumulative Bus price increases, including increases that were intended to mitigate the impact of increased procurement costs for certain of our imported inventory as a result of the imposition of tariffs beginning during the second half of fiscal 2025 and continuing into the first half of fiscal 2026, as well as an increase in Parts sales.
Bus sales decreased $7.6 million, or 2.3%, reflecting a 6.4% decrease in unit bookings that was partially offset by a 4.4% increase in average sales price per unit. In the second quarter of fiscal 2026, 2,148 units booked compared to 2,295 units booked for the same period in fiscal 2025. The increase in unit price for the second quarter of fiscal 2026 compared to the same period in fiscal 2025 was primarily due to customer and product mix changes as well as price increases implemented to offset increases in inventory costs.
Parts sales increased $1.4 million, or 5.4%, for the second quarter of fiscal 2026 compared to the second quarter of fiscal 2025. This increase is primarily attributed to price increases that were implemented to offset increases in inventory costs as well as higher fulfillment volumes and slight variations due to product and channel mix.
Gross Profit
Second quarter gross profit of $70.6 million represented a decrease of $0.2 million from the second quarter of last year. The decrease was primarily driven by the $6.2 million decrease in net sales, discussed above, and partially offset by a corresponding decrease of $6.0 million in cost of goods sold.
Net Income
Net income was $29.3 million for the second quarter of fiscal 2026, an increase of $3.3 million from the second quarter of last year. Among other smaller fluctuations, the increase in net income was largely driven by a decrease of $5.6 million in selling, general and administrative expenses, primarily due to the significant amount of share-based compensation expense recorded in the second quarter of fiscal 2025 resulting from the retirement of our former President and Chief Executive Officer, with no similar significant expense recorded for the acceleration of vesting of stock awards in the second quarter of fiscal 2026. Partially offsetting the decrease in selling general, and administrative expenses was a decrease of $3.4 million in other (expense) income, net, primarily due to $2.7 million in pretax costs relating to the acquisition of the remaining 50% of the outstanding common stock of Micro Bird effective April 1, 2026, with no such costs incurred during the second quarter of fiscal 2025.
Adjusted Net Income
Adjusted net income of $32.5 million represented an increase of $1.0 million from the second quarter of last year. The increase was primarily driven by the $3.3 million increase in Net Income, discussed above, when adjusting for the impact of expenses that are excluded in calculating Adjusted Net Income, including share-based compensation and Micro Bird acquisition costs, discussed above.
Adjusted EBITDA
Adjusted EBITDA was $50.8 million, which was an increase of $1.6 million compared with the second quarter of fiscal 2025. The increase primarily relates to the increase in Micro Bird earnings, when adjusted for the impact of expenses that are excluded in calculating Adjusted EBITDA, that was partially offset by a decrease in other income, net, when adjusted for the impact of expenses that are excluded in calculating Adjusted EBITDA, as discussed above.
Year-to-Date Fiscal 2026 Results
Net Sales
Net sales were $685.7 million for the six months ended March 28, 2026, an increase of $13.0 million, or 1.9%, compared to $672.7 million for the six months ended March 29, 2025. The increase in net sales is primarily due to Bus customer and product mix changes and cumulative Bus price increases, including increases that were intended to mitigate the impact of increased procurement costs for certain of our imported inventory as a result of the imposition of tariffs beginning during the second half of fiscal 2025 and continuing into the first half of fiscal 2026, as well as an increase in Parts sales. The Bus increases described above were partially offset by a decrease in Bus units sold resulting from a 4.3% decrease in the number of production days during the six months ended March 28, 2026 when compared with the same period in fiscal 2025, which primarily resulted from the timing of holidays, and our corresponding plant shutdown, in our production calendar. As a result of producing fewer buses, we had fewer units that were available to sale.
Bus sales increased $11.9 million, or 1.9%, reflecting a 5.3% increase in average sales price per unit that was partially offset by a 3.2% decrease in units booked. The increase in unit price for the first six months of fiscal 2026 compared to the same period in fiscal 2025 was primarily due to customer and product mix changes as well as price increases implemented to offset increases in inventory costs. This increase was partially offset by the impact of booking 4,283 units in the six months ended March 28, 2026 compared with 4,425 units during the same period in fiscal 2025.
Parts sales increased $1.1 million, or 2.1%, for the six months ended March 28, 2026 compared to the six months ended March 29, 2025. This increase is primarily attributed to price increases that were implemented to offset increases in inventory costs as well as higher fulfillment volumes and slight variations due to product and channel mix.
Gross Profit
Gross profit for the six months ended March 28, 2026 was $141.9 million, an increase of $10.7 million compared with the same period in the prior year. The increase was primarily driven by the $13.0 million increase in net sales. This was partially offset by an increase of $2.3 million in cost of goods sold, primarily corresponding the increase net sales.
Net Income
Net income was $60.1 million for the six months ended March 28, 2026, which was a $5.3 million increase from the same period in the prior year. Among other smaller fluctuations, the increase in net income was primarily driven by the $10.7 million increase in gross profit, discussed above, and partially offset by a $6.5 million increase in other expense. During the second quarter of fiscal 2026, the Company incurred approximately $2.7 million of pretax costs relating to the acquisition of the remaining 50% of the outstanding common stock of Micro Bird effective April 1, 2026, with no such costs incurred during the six months ended March 29, 2025. Additionally, during the first quarter of fiscal 2025, the Company sold certain state emissions credits that it was not projecting to use for approximately $2.6 million, with no similar income recorded during the first six months of fiscal 2026.
Adjusted Net Income
Adjusted net income for the six months ended March 28, 2026 was $65.0 million, an increase of $2.9 million compared with the same period last year, primarily due to the $5.3 million increase in net income, discussed above, when adjusting for the impact of expenses that are excluded in calculating Adjusted Net Income.
Adjusted EBITDA
Adjusted EBITDA was $100.9 million for the six months ended March 28, 2026, an increase of $5.9 million compared with the same period in the prior year. The increase primarily relates to the increase in (i) gross profit, when adjusted for the impact of expenses that are excluded in calculating Adjusted EBITDA, as discussed above and (ii) Micro Bird earnings, when adjusted for the impact of expenses that are excluded in calculating Adjusted EBITDA, that were partially offset by (iii) an increase in selling, general and administrative expenses, when adjusting for the impact of expenses that are excluded in calculating Adjusted EBITDA, and (iv) a decrease in other income, net, when adjusted for the impact of expenses that are excluded in calculating Adjusted EBITDA, as discussed above.
Conference Call Details
Blue Bird will discuss its fiscal 2026 second quarter and year to date financial results in a conference call at 4:30 PM ET today. Participants may listen to the audio portion of the conference call either through a live audio webcast on the Company’s website or by telephone. The slide presentation and webcast can be accessed via the Investor Relations portion of Blue Bird’s website at www.blue-bird.com.
Webcast participants should log on and register at least 15 minutes prior to the start time on the Investor Relations homepage of Blue Bird’s website at http://investors.blue-bird.com. Click the link in the events box on the Investor Relations landing page.
Participants desiring audio only should dial 646-844-6383 or 833-470-1428. The access code is 005726.
A replay of the webcast will be available approximately two hours after the call concludes via the same link on Blue Bird’s website.
About Blue Bird Corporation
Blue Bird (NASDAQ: BLBD) is recognized as a technology leader and innovator of school buses since its founding in 1927. Our dedicated team members design, engineer and manufacture school buses with a singular focus on safety, reliability, and durability. School buses carry the most precious cargo in the world – 25 million children twice a day – making them the most trusted mode of student transportation. The company is the proven leader in low- and zero-emission school buses with more than 25,000 propane, natural gas, and electric powered buses sold. Blue Bird is transforming the student transportation industry through cleaner energy solutions. For more information on Blue Bird’s complete product and service portfolio, visit www.blue-bird.com.
LAS VEGAS — As fleet operators wrestle with volatile diesel prices, tightening emissions rules and the steep costs of electrification, a group of industry experts said the answer to cleaner, cheaper operations may be a fuel that has been around for a century: Propane.
During the ACT Expo panel, “A Simpler Path to Lower Costs: How Fleets Use Propane and Renewable Propane,” representatives from a major public transit system, a national propane supplier and a leading alternative-fuel vehicle manufacturer argued that propane — and increasingly, renewable propane — can deliver immediate cost savings and emissions reductions without the infrastructure headaches of electric or compressed natural gas options.
Moderator Mike Finnern, who leads the alternative fuels fleet and facilities group at global engineering firm WSP, framed the Monday session as a reality check for fleet leaders who feel locked into a diesel vs. electric debate.
“In my job, I help a lot of clients convert their fleets from diesel to something else,” Finnern told attendees. “Oftentimes the conversation is around electrification, but that’s hard in a number of different ways. Infrastructure is a big part of it, vehicle costs are a big part of it. One of the things we talk about a lot is: What’s your base goal? Why [do] you want to electrify? Because there are other options, and some of those options can be remarkably compelling.”
Propane Supplier Pushes Carbon Intensity Metric
For Doug Dagan of Suburban Propane, which has been in the propane business for nearly 100 years, the key to understanding propane’s role in the energy transition is shifting the conversation from technology labels to carbon intensity.
“We’re here to talk about the power of propane as a decarbonization and cost-effective solution for fleet vehicles,” Dagan said. “We really think the distinguishing factor for propane is carbon intensity, and that really should be the metric that everyone uses for making decisions about the climate benefits of a fuel.”
Dagan said traditional propane already offers a significantly lower carbon intensity than gasoline and diesel, and emerging renewable propane pathways drive those numbers even lower. Conventional propane, he noted, carries a carbon intensity score of around 80 in many models. Renewable propane produced from certain waste-based feedstocks can land in the 20 to 40 range and in some cases approach net zero, depending on the production method.
Suburban currently supplies propane, renewable propane and renewable natural gas. It is investing in hybrid solutions as well. But renewable propane faces a structural challenge: Like conventional propane, it is largely produced as a byproduct of refining other fuels, such as renewable diesel and sustainable aviation fuel. To expand supply, Dagan said, Suburban is investing in “on-purpose” production, including biogas-based routes that mirror the way renewable natural gas is made.
Despite questions about long-term feedstock volumes, Dagan argued that propane offers something many alternative fuels cannot – stability. While diesel and gasoline prices have spiked sharply during the Iran war and even prior to that, he said, propane has not tracked those swings as closely, because it is not as exposed to global crude dynamics and is abundant in the U.S.
Medium-Duty Fleets Find Real Savings
After Dagan laid out the fueling story, Todd Mouw of ROUSH CleanTech made the business case. Parent company ROUSH, known for its performance engineering heritage, spun up its CleanTech division in 2010 to focus on propane and other alternative powertrains.
“When we first started ROUSH CleanTech, we quickly saw that the pain point for fleets was in Class 4 through 7,” Mouw said. “That’s where diesel was creating a lot of cost and complexity. So, we shifted our focus to medium-duty diesel displacement.”
Mouw said ROUSH now has more than 55,000 propane vehicles on the road across more than 4,000 fleets, logging millions of cumulative miles. Many of these are the Blue Bird Propane Vision. The message to fleet managers, he said, is that the technology is proven, the infrastructure is mature and the economics are compelling.
“In a lot of these applications, even before recent run-ups in fuel prices, you’re saving on the order of 30 to 35 cents a mile vs. diesel,” he said. “You have infrastructure that’s easy and fast to deploy, no impact on payload, range comparable to diesel and engines that are already certified at ultra-low NOx.”
Mouw pointed to looming 2027 federal NOx standards that will further increase the cost and complexity of diesel engines. Against that backdrop, he said, propane powertrains with very low NOx certification allow fleets to get ahead of the curve without the sticker shock and infrastructure delays that often come with electrification.
Florida County’s Paratransit Program Banks Millions with Propane
The proof point came from Paul Strobis, assistant general manager of transportation in Broward County, Florida. He oversees paratransit services for riders with disabilities, which he described as the most expensive service per passenger in the public transit portfolio.
“When I was looking to implement an alternative fuel system, I needed the lowest cost solution that still improved our environment,” Strobis said.
He operates primarily Class 4 and 5 cutaway buses and some sedans, with service delivered under contracts that turn over every five to 10 years. That created a requirement for fueling infrastructure that could be flexible and movable enough to follow private contractors. Heavy, permanent compressed natural gas installations did not fit that model.
“What I found was propane met all of those needs,” he said.
Since launching propane service in January 2015, Broward County has consumed roughly 12 million gallons of propane, Strobis reported. Over about 10 years, taxpayers have contributed about $16.2 million, or an average of $1.34 per gallon. Comparable gasoline for the same service would have cost approximately $29 million, at an average of $2.84 per gallon, he said.
“We’ve saved over $13 million for our taxpayers just on the cost of fuel,” Strobis said.
When federal alternative fuel tax credits were active, Broward’s net cost dropped even further, to under a dollar per gallon. Strobis said his current price is about $1.45 per gallon for propane, compared to more than $4 for gasoline. Fueling times are comparable to gasoline, he added, and his contracted maintenance facilities did not need the costly ventilation and gas-detection upgrades required for CNG shops.
The panelists repeatedly contrasted propane with battery-electric and CNG options, particularly on infrastructure.
Dagan said fleets often discover that the grid simply cannot deliver enough power where and when they need it, or that the electrons they do get are not as clean as advertised. In many U.S. markets, he said, charging vehicles with grid power still relies heavily on fossil generation, undercutting environmental benefits. Taking propane straight to the vehicle, he argued, can be both cleaner and more efficient in many cases.
Finnern noted that a propane station can often be installed and operational within weeks, while some large EV charging projects remain bogged down for a year or more.
Tucker Perkins, president of the Propane Education & Research Council, said the emissions profiles of propane and natural gas are similar. But CNG infrastructure costs can be an order of magnitude higher because of the need for high-pressure compressors and specialized equipment. In contrast, propane stations operate at much lower pressures and can sometimes be installed by fuel providers at their own expense in exchange for a fuel contract.
Strobis said one of his early challenges was “managing fears and misconceptions” about propane safety. He recalled an incident two weeks before Broward’s propane buses entered passenger service, when an electrical fire destroyed one of the vehicles. The local fire chief, hearing propane was onboard, allowed the bus to burn rather than approach it, only to later find that the three-quarter-full propane tank had remained intact.
“These systems are built very, very safely,” Strobis said, noting that his insurance costs did not rise with the switch to propane.
Perkins pointed to the school bus market, where propane has gained significant share, as a strong endorsement. He said long-standing codes, standards and formal training for mechanics and drivers underpin the safety record, while children and operators benefit from cleaner air inside and around the vehicles.
Looking ahead, Dagan said the biggest lever for expanding renewable propane will be state and provincial low carbon fuel standards that reward lower-carbon fuels. Programs in California, New Mexico, Oregon, Washington and parts of Canada are already creating value for renewable propane through carbon credits, he said, which should gradually draw more production into the market.
Finnern closed by urging fleets to focus on fundamentals rather than hype.
“At the end of the day, this is about cost, emissions and practicality,” he said. “Propane offers a remarkably compelling balance of all three, and fleets can do it today.”
This article written with the assistance of an AI transcript.
The Lexus TZ arrives as a new three-row EV for global buyers.
Upscale cabin adds roomy seating plus synthetic driving sounds.
An AWD setup with 402 hp targets roughly 300 miles of range.
Lexus has pulled the wraps off the TZ, a fully electric three-row, six-seat SUV that gives the brand a proper family-hauling EV to slot above the RZ. It rides on the same architecture as the Toyota bZ Highlander but gets a reworked body, a more upscale cabin, and a stronger all-wheel-drive powertrain to justify the badge on the hood.
At 5,100 mm (200.8 in) long, the TZ stretches 50 mm (2 inches) beyond its Toyota sibling, though both share an identical 3,050 mm (120.1-inch) wheelbase and the same general proportions. From there, the styling diverges sharply.
The front end leads with a closed-off spindle grille flanked by stacked, two-story LED headlights, and the squared-off hood borrows visual cues from the tougher Lexus GX. The sides are heavily sculpted around the wheel arches, drawing the eye to the standard 22-inch alloys, with 20s available for buyers who want to soften the ride and (likely) improve their driving range.
The semi-flush door handles and the pillars appear to be carried over from the Toyota, but the roofline drops towards the back leading to a slightly longer rear overhang. The rear end has a large roof spoiler, full-width LED taillights and vertical L-shaped indicators.
Quietest Lexus SUV Yet, With An LFA Soundtrack On Tap
Inside, Lexus is pitching the TZ as a “relaxing lounge experience” for every occupant, with six seats spread across three rows. The brand has thrown serious effort at sound insulation and NVH tuning, to the point that it claims the TZ will be the quietest cabin in their SUV lineup, flagship LX included.
The TZ doesn’t have to whisper at all times, though. An Active Sound Control system pipes in synthesized soundscapes tied to throttle inputs, including what Lexus describes as “musical chord sequences” and, more interestingly, a mode that mimics the howl of the LFA’s V10. Whether anyone shopping a three-row family EV actually wants their grocery runs scored by a fake supercar soundtrack is a separate question, but the option is there.
Three Rows Of Lounge Seating And Hidden Touch Controls
The front and second row seats offer ventilation and power leg rests, while even the third-row seats promise “sofa-like cushioning”. The second and third rows have a one-touch fold-down feature for expanding the cargo space. Passengers will also find various storage compartments including a removable rear console.
The dashboard is dominated by the large touchscreen with a new generation infotainment, joined by a digital instrument cluster. Unlike the Toyota that has a row of physical switches under the touchscreen, the Lexus opts for touch buttons that remain hidden on the dashboard trim and steering wheel trim when not in use, in combination with a textured volume cylinder.
The rest of the spec sheet reads like a Lexus showroom brochure: panoramic roof, soft-close doors, configurable ambient lighting, and a 21-speaker Mark Levinson audio system. Trim materials lean into the brand’s sustainability push, with forged bamboo inserts and bio-based UltraSuede upholstery throughout. The latest Lexus Safety System+ 4.0 ADAS suite comes standard.
Standard AWD And A 300-mile range
The SUV rides on a reinforced version of the TNGA architecture and will be exclusively available as an EV. Dual electric motors produce a combined 402 hp (300 kW / 408 PS) and up to 369 lb-ft (500 Nm) of torque, surpassing the most potent version of its Toyota sibling.
Power is transmitted to all four wheels via the standard Direct4 AWD system. The driver has access to a Dynamic Rear Steering system, five selectable drive modes (Normal, Sport, Eco, Range, Rear Comfort), and five levels of regenerative braking.
According to Lexus, the 0-62 mph (0-100 km/h) acceleration is completed in 5.4 seconds and the towing capacity is rated at 3,500 lbs (1,588 kg).
Buyers have a choice between two lithium-ion battery packs with capacities of 76.96 kWh and 95.82 kWh. The larger battery targets an EPA range of 300 miles (483 km), which is actually 20 miles (32 km) lower than the maximum range of the Highlander, most likely due to the extra power.
For global markets the WLTP rating is 530 km (329 miles), the WLTC range is 620 km (385 miles) and the more optimistic CLTC figure is 640 km (398 miles).
The North American TZ comes with a NACS port making it compatible with Tesla Superchargers. On the other hand, the global-spec model sticks with the CCS2 port. Both support up to 150 kW DC fast charging, meaning that a 10-80% charge can be completed in 35 minutes.
Production And Availability
The new Lexus EV will roll off two assembly lines. North American units will be built at the Georgetown facility in Kentucky alongside the Toyota Highlander, while Europe and Asia will be supplied by the Miyata plant in Japan.
The 2027 Lexus TZ is expected to reach North American dealers at the end of 2026, with Europe, Japan, China, and other international markets following in early 2027. Detailed pricing and trim structure will be announced later this year.
PROS ›› Exceptional performance, great sounds, fake DCT CONS ›› Design will divide opinions, expensive, poor range
Hyundai lit a fire under the performance EV world when it dropped the Ioniq 5 N a couple of years back. Not only was it the South Korean brand’s first crack at a high-performance electric car, it was arguably the first EV built with the driver, not the spec sheet, at the forefront.
Now comes the follow-up. The Korean brand has launched its second high-performance EV, the Ioniq 6 N. Created around the same philosophy as the Ioniq 5 N, and sharing many of its parts, the 6 N promises even greater performance with far more adjustability, a slightly higher price tag, and quicker lap times, aided in no small part by the lower center of gravity.
The question is, can Hyundai have possibly made the already great Ioniq 5 N even better? We headed to Sydney Motorsport Park to find out, putting the Ioniq 6 N through its paces. It revealed itself to be a car so enjoyable to drive that it’s hardly even recognizable as an EV.
QUICK FACTS
› Model:
2027 Hyundai Ioniq 6 N
› Starting Price:
AU$115,000 ($82,800) plus on-road costs
› Dimensions:
194.3 L x 76.4 W x 58.9 H inches (4,935 x 1,940 x 1,495 mm)
› Wheelbase:
116.7 in (2,965 mm)
› Curb Weight:
2,166 kg (4,775 lbs)
› Powertrain:
Two electric motors / 84 kWh battery
› Output:
650 hp (478 kW) / 546 lb-ft (740 Nm) w/ N Grin Boost
› 0-62 mph
3.2 seconds (0-100 km/h) as tested
› Transmission:
Single speed
› Efficiency:
24 kWh/100 km as tested
› On Sale:
Now
SWIPE
What Makes It Special?
Significant improvements have been made to the Ioniq 6 to ensure it’s fitting of the N badge. It uses an 84 kWh battery pack and a pair of electric motors delivering 448 kW (601 hp) and 740 Nm (546 lb-ft) of torque as standard, and 478 kW (650 hp) with the N Grin Boost function enabled and launch control engaged. The battery packs support charging from 350-kW DC fast chargers, with peak charging rates of around 250 kW, enough to charge the pack from 10-80 percent in 18 minutes.
Photos Hyundai Australia
Like any N product, this one is about much more than improved power. Hyundai has tweaked the suspension geometry, lowering the roll center and installing new dual-layer bushings. It also uses an advanced, new stroke-sensing electronically controlled suspension system that adjusts damping based on driving conditions and travel stroke. There’s also an electronically limited-slip differential at the rear, a steering mounting void bushing to improve response, and Hyundai’s Integrated Drive Axle.
Hyundai has also added 44 additional weld points and an extra 340 mm (13.4 inches) of structural adhesive to the body-in-white, and installed new brakes with 400 mm (15.7-inch) discs with four-piston calipers up front. There are also two brake-feel modes, a slew of regenerative-braking settings, and several aerodynamic improvements, including a rear wing that delivers 100 kg (220 lbs) of downforce.
Like the Ioniq 5 N, the number of functions to enhance the driving experience is dizzying. There’s the N Drift Optimizer, N Launch Control, and an N Torque Distribution that allows for 11 different adjustments to how power is sent to the wheels, ranging from 95:5 front-to-rear to 5:95 front-to-rear. Hyundai has also included its N Pedal system to boost regenerative braking on the track and improve tuck-in response, N Grin Boost to increase power in 10-second bursts, and N Battery to optimize battery temperatures for drag, sprint, and endurance settings.
In Australia, prices start at AU$115,000 (US$82,800). In the US, it’s expected to start at around US$70,000. The matte grey model you’ll see in some photos includes several carbon fiber accessories, including a towering AU$7,289 (US$5,245) rear wing, a AU$2,484 (US$1,787) carbon splitter, AU$4,810 (US$3,461) side skirts, and a AU$4,090 (US$2,943) rear diffuser.
Sporty Cabin Tweaks
Photos Hyundai Australia
The interior has also been tweaked, although it’s not dramatically removed from the regular Ioniq 6. Key touches include a new N steering wheel, new head-up display graphics, bucket seats, and new leather and Alcantara surfaces.
As the N is based on the facelifted Ioniq 6, it has all of the same features. These include a configurable 12.3-inch digital instrument cluster, a 12.3-inch infotainment display, and, importantly, loads of tactile, physical buttons throughout, an increasing rarity in the EV space. It’s a lovely space to spend time, and the upgrades made to the N ensure it feels special.
Just like the Ioniq 5 N, the Ioniq 6 N is very much a niche product. This is not the type of vehicle that Hyundai expects to sell in high numbers. In Australia, roughly 500 expressions of interest have been received, although order books have yet to open, so it’s unclear how many of those will actually translate into buyers.
Driving
Photos Hyundai Australia
All it takes is a quick look at the Ioniq 6 N’s specs to understand that this is a car that means serious business. However, unlike some of the straight-line heroes that dominate the so-called ‘performance’ class of EVs, Hyundai’s latest creation is about much more than simply pulling away from an intersection quickly.
Of course, that’s not to say that this thing isn’t ferocious off the line. It is. According to Hyundai, the Ioniq 6 N can sprint to 100 km/h (62 mph) in just 3.2 seconds with the N Grin Boost function enabled, which bumps up peak power to 478 kW (650 hp) and 740 Nm (546 lb-ft) of torque for 10-second bursts. In our testing, we recorded repeated runs to 100 km/h in 3.2 seconds, while running from 60-120 km/h takes as little as 2.45 seconds.
Photos Hyundai Australia
While it’d be easy to shrug off these figures given how many quick EVs are on the market right now, it’s worth remembering that numbers like these were once the exclusive territory of high-end supercars costing half a million dollars, not a practical four-door sedan that stickers for a fraction of that and costs about a third of what a Porsche Taycan Turbo does.
Fitted as standard with Pirelli P Zero Elect tires, but equipped with P Zero Corsa rubber for our track sessions, the car simply bites into the pavement, delivering unrelenting, unforgiving acceleration.
No Electric Sedan Should Drive Like This
However, it’s the handling and overall driving dynamics of the Ioniq 6 N that stand out more than the acceleration.
Like the Ioniq 5 N, the 6 N uses a pair of powerful electric motors at the front and rear axles. It includes the N Torque Distribution function, allowing drivers to move from as much as 95 percent front-power bias to 95 percent rear-power bias. However, to extract peak power from the two motors, it’s best to keep the power split in its 50-50 mode.
Even in this mode, with a 60-40 front-to-rear power split, the Ioniq 6 N feels inherently rear-biased and is even more playful than its SUV sibling. For several laps, I had the car’s power split in 50-50 mode with the ESC in Sport mode, and was left giddy by how the rear end gracefully starts to kick under power. When it does step out, the stability control system allows for a surprising amount of slide angle before reining things in, making the EV exceptionally easy to control at and beyond the limit.
Outright grip is exceptional and has been perfectly coupled with superb steering feel, despite it being an electrically assisted system. What’s particularly impressive is that the steering provides just as much feedback as Hyundai’s combustion-powered N models. There are no dramas in determining where the extremities of the grip are, either through the front or the rear axle.
Admittedly, the overall size of the Ioniq 6 N and its weight mean that both the road-focused P Zero Elect and P Zero Corsa tires start to overheat after three or four flying laps. This wasn’t helped by the fact that the tires of the cars we tested were dated back to 2023, so they were a little old.
Photos Brad Anderson/Carscoops
Improvements have been made to the car’s N e-Shift function. This is the system that aims to replicate the feel of Hyundai N’s eight-speed dual-clutch, providing a satisfying thump in the back and a change in torque just like an ICE car. Whereas the Ioniq 5 N had seven of these fake gears, the Ioniq 6 N has eight. With shorter ratios, even though they’re not real, it’s possible to enjoy even more shifts.
Those who haven’t experienced this system may be quick to dismiss it. After all, how can an EV’s software possibly mimic actually shifting gears? However, the team of Hyundai engineers who developed the N’s eight-speed dual-clutch also developed this system, and it’s almost indistinguishable from a normal transmission. It’s bewildering at first, but quickly becomes second nature.
Alterations have also been made to the car’s N Active Sound+ system. As in the Ioniq 5 N, the Ioniq 6 N’s system includes three modes, Ignition, Evolution, and Supersonic, although changes have been made to all three. Whereas the Ioniq 5 N’s system uses two channels, the Ioniq 6’s uses six, providing a richer, louder, and more authentic soundtrack, particularly in Ignition, which sounds just like the exhaust of the i30 N. However, the Active Sound+ system doesn’t faithfully recreate the sound of a turbocharged four-cylinder quite as well as the e-Shift does act like a genuine dual-clutch.
On-Road Performance
Photos Hyundai Australia
On the road, the Ioniq 6 N revealed itself to be a shockingly good cruiser, yet one that can transform into an animal at the press of the N button.
Given the performance on offer, it should come as no surprise that the Ioniq 6 N isn’t as efficient as the regular model. Sitting on the highway, it’ll average about 19 kWh/100 km, which is respectable. However, start driving it in a slightly sportier manner, and that figure will quickly rise deep into the 20s. On the track, when driven at its limits without regenerative braking, it’ll deplete the battery pack by about 8 percent over a 105-second lap. Using regen, it’s possible to lower this to around 5 percent.
A key masterstroke for the Ioniq 6 N’s on-road performance is how well it rides. The new and improved suspension works wonders, soaking up bumps beautifully in its softest setting while still delivering a sporty feel. Amp things up into one of the more aggressive modes, and it’s far less jarring than an i30 N, remaining perfectly suitable for everyday driving.
While the street tires can overheat on the track, you’d have to find a very long ribbon of tarmac to get them to do so on the road. They provide loads of grip and excellent feedback about the limits of grip. Just like we found while on the circuit, there’s no other EV that feels like this on the road. Dynamically, the car’s hard to fault, and it’s absolutely more capable than the Ioniq 5 N.
Perhaps the feel of the brakes isn’t as nice as some other performance cars out there, but that’s clutching at straws. One thing’s for sure: there’s no noticeable shift from regenerative to friction braking, a trademark of other Hyundai Group EVs.
Verdict
Photos Brad Anderson/Carscoops
Car manufacturers have struggled to develop and build EVs that tug at the heartstrings of driving enthusiasts. In general, these cars lack soul and passion, often devoid of any personality at all. That’s not the case with Hyundai, and there’s a good reason why Ferrari, Lamborghini, Porsche, and others have all benchmarked the Ioniq 5 N.
The Ioniq 6 N is the culmination of everything Hyundai’s N division has been developing since its establishment more than a decade ago. It’s expensive for a Hyundai, but it’s cheap compared to a Porsche Taycan or an Audi RS e-tron GT, and delivers thrills that neither of those two can. As we enter a world where performance-focused EVs will become increasingly common, it’s nice to know Hyundai is keeping the preferences of car enthusiasts at the top of its agenda.
Login
, supported by J.P. Morgan Commercial Banking.
