A veteran school bus driver is being hailed as a hero after her quick thinking helped keep dozens of students safe during a crash that took place on the way to a basketball game.

Linda Christophersen, 75, affectionately known as “Miss Linda” to students at Vernonia High School, was driving the boys and girls basketball teams to a game at Nestucca High School Feb. 13. An oncoming vehicle crossed the center line and struck the bus on Highway 101, about five miles from the teams’ destination.

Christophersen’s daughter Tonya Langley told local news reporters that her mom saw the vehicle edging into her lane and reacted immediately.

“She could see the vehicle coming at her was crowding the center line, so she started crowding the fog line as much as she could,” Langley recounted. “She yelled, ‘Hold on,’ and then when it hit, the bus tried to go to the left and then immediately went to the right into the bank. She did everything she could to try to hold it.”

Despite the impact, Christophersen brought the school bus to a controlled stop. Langley said her mother’s first concern was not her own injuries, but the students on board.

“She goes, ‘I’m fine but it’s not about me.’ She immediately [turned her attention] to the kids. It was all about the kids and how the kids were,” Langley said.

In a statement to families, Jim Helmen, superintendent of the Vernonia School District, confirmed that the student-athletes, coaches and the Christopherson were safe following the school bus crash.

One student experienced a seizure during the school bus crash and was transported to Tillamook Hospital for evaluation. Another student sustained an injury but did not require hospital transport. Emergency responders evaluated Christopherson and all her passengers at the scene.

Helmen also praised Christophersen’s actions.

“I would like to recognize our bus driver, Linda, for her professionalism and composure in responding to a very difficult situation. Her training and steady response helped maintain stability and student safety during the incident,” he wrote.

The superintendent thanked first responders, including the Oregon State Police, who responded to the scene and took statements.

Helmen also expressed gratitude to the Nestucca School District for assisting students and staff after the crash. Nestucca administrators worked with law enforcement to help transport Vernonia students from the scene to Nestucca High School, where parents provided food and counseling support for students who were understandably shaken. The school also opened its library as a quiet space for students and staff.

“It was shared with me by Nestucca administration that our students were very respectful, thankful and represented the Vernonia community extremely well,” Helmen wrote. “That is something we can all be proud of.”

The superintendent further thanked Girls and Boys Basketball coaches David Weller and Ken Ellis, Athletic Director Justin Ward, and Principal Nate Underwood for their leadership during the incident, as well as Shelley H. and Rob Curl of Curls Transportation Co. for their quick response in dispatching another bus.

Friday evening’s basketball games were canceled.

Heroic Driver Eager to Get Back Behind the Wheel

A few days after the school bus crash, Christophersen was sore but recovering well. She declined an interview request, but her daughter said the recognition is well-deserved.

“My mom has never known her own worth, and she’s never put herself out there,” Langley said via local news reports. “It just made me very, very proud.”

Christophersen began driving a school bus after her husband passed away because she wanted to stay active and involved in the community. Her experience behind the wheel stretches back decades — from driving dump trucks for the family business to navigating rugged logging roads long before it was common to see women in the industry.

Today, she’s known for decorating her bus, bringing treats for students and even chaperoning prom. And despite the frightening crash, Langley said her mother is eager to return to work.

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Most school days start the same way: Students waiting for a ride to school. One
student might use a wheelchair, while another could be autistic and communicates
with an Augmentative Alternative Communication (AAC) device, and a third might be medically fragile. The school bus driver is trying to keep everyone safe while staying on schedule. Transportation is more than logistics. It is the first and last part of the school day, and adaptive technology is now part of how teams make that work.

On the bus, adaptive technology means tools or systems that adjust to students’ needs so they can ride safely, communicate and stay included with their peers. This might look like a wheelchair lift and securement system, an AAC device or communication board mounted where a student can reach it, a driver tablet with live routing, or an app that lets a family know the bus is three minutes away instead of “sometime soon.”

For many students with disabilities, these supports are not extras. They extend the services districts already provide under the Individuals with Disabilities Education
Act and Section 504 of the Rehabilitation Act, so students can get to the learning they are entitled to.

Safety By Design, Not Just Experience
Anyone who has driven a route knows skill and instincts matter. But safety cannot rest on skill alone. It has to be baked into how routes are planned, how roles are defined, and what information drivers and aides have in front of them. The right technology links what drivers, aides, schools, students and families see, so people are not guessing when something changes or goes wrong.

Advanced Driver Assistance Systems, ridership tracking and stop-arm cameras give leaders a clearer picture of what actually happens on the road. For students who use mobility devices, need extra time or cannot easily explain what happened if there’s an incident, that level of visibility can be the difference between “we think” and “we know.”

Access, Dignity and Communication On Every Ride
Safety comes first, but anyone who has stepped onto a bus after a rough morning knows the atmosphere matters, too. The ride can either calm a student and get them ready to learn or drain them before they ever reach the building. Transportation is only truly accessible when students with disabilities can ride with safety, comfort and dignity, not just a seat.

Lifts and securement systems let students who use wheelchairs or other mobility devices board, ride and exit safely without being lifted or handled in ways that feel unsafe or embarrassing. Predictable routes and consistent routines help students who rely on structure know what comes next. This reduces anxiety and the kind of “acting out” that is often really “I don’t understand what is happening.”

But here is the part that often gets overlooked: Communication is a daily pain point for drivers and aides, and it shows up as child misbehavior. When a student loses or is denied their usual way of communicating on the bus, whether that is with an AAC device, a picture board, or a simple yes/no system, they do not stop needing to communicate. They have to show it in other ways. In addition to speech, many students need AAC devices, communication boards, or simple response systems to ask for the bathroom, say they feel sick, or tell an adult another student is bothering them.

When these tools are turned off, taken away or never offered on the bus, frustration builds. Keeping a student’s communication system available on the bus and making sure drivers and aides know the basics of how it works changes that dynamic. It lets staff respond before a situation boils over and gives students a safer, more respectful way to say what they need. Simple visual supports, such as clear signage, visual schedules, or symbols on seats or stops, paired with clear directions, also help students track where they are in the routine, reducing escalation and confusion.

Supporting the Workforce and Improving Retention
Safety stands on the shoulders of people who plan and provide this vital service. Adaptive technology can make their jobs clearer and more sustainable, or it can feel like one more thing dumped on an already heavy load. When used well, routing software and driver tablets cut down on last-minute radio calls and trying to read paper directions in the dark. New or substitute drivers can see turn-by-turn directions, key student information and alerts in one place instead of piecing it together from memory and sticky notes. Ridership tracking and telematics, when used for coaching and recognition, give supervisors a fairer, more accurate picture of driver performance than a handful of complaints. In a world of driver shortages, tight budgets and aging buses, the way technology is rolled out can either support retention or undermine it. Drivers notice whether tools are there to support them in keeping students safe while managing complex routes.

What’s Coming Next and Where to Start?
Adaptive technology is moving fast and getting more affordable. School districts are starting to see smarter video analytics that flag repeated problems at the same
stop, deeper integration of student plans and transportation platforms, and cleaner, more connected fleets that change what is possible on long or complex routes. These
changes bring new questions about safety, privacy, staff expectations, and they demand clear leadership rather than one-off purchases. The good news is that transportation leaders do not need to adopt everything at once.

A practical starting point is to pilot one adaptive tool, especially one that directly supports communication, on a small set of routes and gather feedback. Pair that with
hands-on training, not just a memo, so staff can try the technology in a low-stakes condition before using it in rush-hour traffic.

Most importantly, work with special education and school teams so communication tools and behavior plans on the bus match what is happening in the classroom. The question is no longer whether adaptive technology will shape student transportation, but how transportation teams will direct that change so rides are safer, staff feel supported and every student arrives at school with their dignity and communication intact.

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

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Glenna Wright-Gallo served as the assistant secretary of the U.S. Department of Education from 2023 to 2025, overseeing the Office of Special Education and Rehabilitation Services. She currently is the vice president of the office of strategic research and policy for Everway, an education and workplace technology provider for
people with disabilities.

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Students boarding and exiting school buses in the loading zone are critical safety moments with the potential for tragedy. At STN EXPO East, longtime school transportation professional Derek Graham will break down safety strategies to mitigate student injuries and fatalities alongside two transportation directors.

Following Graham’s session presenting the illegal passing trends and federal safety recommendations on Sunday, March 30, he returns Monday to moderate the panel “Strategies to Remove Danger from the Loading/Unloading Zone.” Joining Graham are panelists Keba Baldwin from Prince George’s County Public Schools in Maryland, the 2026 STN Transportation Director of the Year, and Kris Hafezizadeh, executive director of transportation and vehicle services at Austin Independent School District in Texas.

Graham will review data from the Kansas Department of Education’s annual survey of school bus loading zone fatalities, looking at incidents where either students were struck by oncoming vehicles or killed by being hit or dragged by the bus itself. With recent headlines of autonomous vehicles either illegally passing school buses or hitting student pedestrians, there are new modern technology concerns for students in the loading zone.

The panelists will discuss how these school bus loading zone incidents need to be viewed in the greater student safety discussion with visuals to illustrate the areas of high concern. They will also cover the integral aspects of tackling this issue, including education, engineering, and enforcement. This will broach topics such as driver training, motorist awareness, predictive lighting and signage technology and working with law enforcement incorporating automatic enforcement systems.

The panelists will discuss the need to present a unified message of safety training to students, drivers, parents and.

Register for the STN EXPO East conference today and receive access to five days of educational sessions, hands-on training, unique networking events, product demonstrations and updates on the latest industry happenings. Find the full agenda and register at stnexpo.com/east.

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Related: NTSB to Provide School Bus Investigation Updates at STN EXPO East
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The post STN EXPO East Addresses Safety Concerns in School Bus Loading Zone appeared first on School Transportation News.

With the rise of power-hungry applications like AI and data centers, it’s critical that the performance of renewable energy sources keeps pace. Researchers in the University of Saskatchewan’s (USask) Department of Chemistry are exploring ways to improve the efficiency of a promising new type of solar cell made from perovskite crystals. Perovskites are a group …

The post Improving solar cell performance appeared first on Alternative Energy HQ.

Vauxhall, the UK division of Stellantis brand Opel, has confirmed a new performance version of the Corsa subcompact hatchback. The model will wear the GSE emblem, serving as a fully electric successor to the long-discontinued Vauxhall Corsa VXR and the equivalent Opel Corsa OPC.

The automaker has only shared a single teaser of the upcoming hot hatch, focusing on the front wheel. The vehicle appears to wear a camouflage wrap with Corsa and GSE lettering alongside black, yellow, and white graphics. The 18-inch alloy wheels feature a unique three spoke design and yellow brake calipers behind them.

More: The First Electric GTI Isn’t From VW

The sheet metal looks similar to the current generation of the Corsa that was introduced in 2019 and received a facelift in 2023. Still, the GSE benefits from extra cladding around the wheel arches, mirroring the new Peugeot E-208 GTI.

We also expect it to wear redesigned bumpers and sporty touches inspired by the wild Opel Corsa GSE Vision Gran Turismo concept. It remains to be seen whether it will also get a sleeker vizor grille with fresh LEDs.

Shared Underpinnings

While the company keeps the technical specifications under wraps, it is safe to assume that the Corsa GSe will share its underpinnings with the Mokka GSE subcompact SUV, which is closely related to performance EVs from other Stellantis brands such as the Abarth 600e, Alfa Romeo Junior Veloce, Peugeot E-208 GTI, and Lancia Ypsilon HF.

More: One Lancia Ypsilon HF Is Fast The Other Just Pretends

All of the aforementioned models are powered by a front-mounted electric motor generating 278 hp (207 kW or 280 PS) and 345 Nm (254.5 lb-ft) of torque. This is combined with a Torsen limited-slip differential, beefier brakes, and a sharper suspension setup. Energy will likely be stored in the standard 54 kWh lithium-ion battery, providing between 200-230 miles (322-370 km) of range.

According to Eurig Druce, Managing Director of Vauxhall and the Stellantis UK Group:

“The Corsa GSE will combine small and agile practicality with thrilling, pure electric, motorsport-inspired power and dynamics. Vauxhall has a proud heritage of hot hatches, and we’re excited to now offer customers those same thrills but combined with the electrifying performance and zero emissions in use of these new GSE models.”

More: Opel Corsa Gains Sporty Bits, Lowered Suspension, And More Power By Irmscher

The Opel/Vauxhall Corsa GSE will launch in Europe and the UK later this year, serving as the new flagship of the Corsa lineup above the GS Line. Besides the Peugeot E-208 GTI and Lancia Ypsilon HF siblings, rivals will include the upcoming VW ID.Polo GTI and the rumored Hyundai Ioniq 3 N.

Another day, another EV recall, and this time it is Volvo’s smallest electric offering in the firing line. The EX30, positioned as the brand’s entry-level EV, is being recalled over a potential fire risk.

While the recall hasn’t been posted by the National Highway Traffic Safety Administration yet, Reuters reports it involves 40,323 vehicles worldwide, including an unspecified number sold in the United States, and will require “replacing modules in the high-voltage battery packs.”

More: Volvo Warns 40 EV Owners To Park Outside Now

Specifics are few and far between, but the recall is said to impact the EX30 Single-Motor Extended Range and Twin-Motor Performance. A spokesperson told the publication the company is reaching out to customers to “advise them of next steps.”

Little is known about the issue at this point, but the problematic batteries were reportedly made by Shandong Geely Sunwoda Power Battery Co. Volvo said the mysterious issue has been addressed and the Geely joint venture will supply them with new battery cells.

It’s unclear what the problem was, but it appears to be related to a high-state of charge. As a result, Volvo is telling customers to limit the battery to a 70 percent charge. This reportedly eliminates the risk of a fire, but parking outside – away from buildings and other vehicles – is probably a good idea.

Volvo’s relative silence isn’t very reassuring, but the company previously recalled 40 EX30s over a fire risk in January. That recall involved 2025 models, which had a high-voltage battery that could short circuit and overheat. This was blamed on a “process deviation,” which could “result in the formation of lithium plating growth.” If this occurs, there could be an internal cell short.

At the time that recall was announced, Volvo didn’t have a fix for the issue. However, it told owners to limit charging to 70% and to park outside, away from structures.

It remains unclear if the two recalls are related, but they’re shaping up to be a huge mess for a company that has heavily invested in EVs. In fact, Reuters estimates the latest recall alone could cost around $195 million.

We’ve seen the outside of the upcoming Audi A2 e-tron plenty of times, but now we finally get a peek inside. And surprise, it looks like Audi raided the new Q3 parts bin for its smallest EV, a car that’s retro in name, but definitely not in nature.

The spy shot reveals a clean, tech-forward cabin that mirrors the latest Audi Q3 revealed last September. There’s the familiar curved digital driver display flowing neatly into a central MMI touchscreen, plus Audi’s chunky, squared-off steering wheel with multi-function controls.

More: Audi’s Updated Q4 Is Coming With Changes You Won’t See At First

Even the controversial new-style column stalks look lifted straight from the Q3, where they made their debut.

If anything, it confirms Audi isn’t treating this as a bargain basement EV. The A2 e-tron might be the baby of the lineup, but inside it still looks properly premium. Expect configurable ambient lighting, sustainable trim options, and Audi’s latest AI-based voice assistant with app integration and streaming services. Level 2 driver assistance tech should also be on the menu.

Older platform

SHProshots

Underneath, it rides on Volkswagen Group’s familiar 400-volt MEB platform used on countless VW Group models like the VW ID.3 and ID.4 and Audi’s own Q4 e-tron. Single-motor MEB cars are rear-wheel drive, but dual-motor quattro variants will also be available, and yes, whispers of an A2 RS version are already doing the rounds.

The base version is tipped to pack a single front-mounted motor producing 201 hp (204 PS / 150 kW), fed by a 63 kWh battery delivering around 250 miles (402 km) of range. Step up the ladder and single-motor outputs could climb past 268 hp (272 PS / 200 kW), with a larger battery offering up to 348 miles (560 km) on the WLTP cycle, and maybe more.

Modern Classic

The A2 name, as you probably know, is a throwback. The original Audi A2 was an aluminium spaceframe oddball that ran from 1999 to 2005 and never really sold in huge numbers, but later gained cult status. Audi skipped the obvious Q2 badge choice this time, reviving A2 instead, reports say, betting on nostalgia with a modern e-tron twist.

Design-wise, the exterior looks noticeably different from the bigger Q4 e-tron, as seen in our recent artist impression. There’s a nod to the original A2 with its upright stance and that split-style rear glass effect, but it’s sharper, wider and more assertive.

Slim daytime running lights sit high, the main lamps are lower in the bumper, and the closed-off grille gives it a confident EV face.

The A2 will effectively replace both the gas-powered A1 hatch and Q2 SUV in Europe, and slot beneath the Q4 e-tron. Key rivals include the Volvo EX30, BMW iX1, Smart #1, Alfa Romeo Junior, and Mini Aceman, so prices should start south of €35,000 (£31,000 / $41,000 ) when sales start next year.

SHProshots

Back in 2013, Tesla flirted with the idea of battery-swapping for its EVs, even demonstrating a system that could replace a Model S battery in as little as 90 seconds. It was an impressive showpiece, but the company ultimately chose not to commercialize the concept. Nio, meanwhile, saw potential where Tesla stepped back. The Chinese startup embraced battery swapping and went on to build the largest EV battery-swapping network in the world.

Just how popular has Nio’s battery-swap service become? On February 21, Nio owners carried out a staggering 175,976 battery swaps across China in a single day. That figure translates to roughly one Nio having its battery changed every half a second.

Read: This Full-Size Electric SUV Packs 456 HP And Costs Less Than A Honda Civic

This record was set on the second day of the Lunar New Year, typically the busiest travel day of the year in China.

How Wide Is Nio’s Network?

Nio currently operates more than 8,600 charging and battery-swapping stations across China. The network spans more than 550 cities and includes highway routes linking 16 of the country’s major urban centers. The company has also begun rolling out charging stations in Europe.

The Chinese electric car startup is currently on its fourth-generation swapping stations, with the latest version launched in mid-2024. The original stations could store just four to five batteries at a time. In contrast, the fourth-generation sites can hold 23 battery packs and handle up to 480 swaps per day. Each swap takes 2 minutes and 24 seconds, which is less time than refueling a combustion-powered car.

Soon, it will not just be Nio owners pulling into those swap bays. The company has struck agreements with Geely, Chery, FAW, GAC, and Changan to share its battery-swapping technology, opening the network to a much broader slice of China’s car market.

Mercedes’ upcoming baby-G was supposed to be the cute, chunky electric-only gateway into G-Class ownership. But the automotive market is changing fast, and so are Benz’s plans, as it reacts to cooling demand for EVs in some markets, especially for its own electric cars. As a result, the boxy SUV will now come with hybrid power.

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Internally nicknamed Little G, Autocar reports, the compact, GLB-sized, two-row off-roader is due in 2027 and will still be available as a pure EV. But a companion hybrid model is now in development, using the turbocharged four-cylinder from the latest Mercedes-Benz CLA sedan.

The change speaks to a wider reset inside Mercedes. The company has stepped back from its earlier EV-only plans, with CEO Ola Källenius confirming it will keep selling combustion models well into the 2030s to stay flexible across different markets. Tepid demand for the electric G-Class has, by most accounts, helped concentrate minds.

Read: Mercedes’ Electric G Flops So Hard It Could Change What Comes Next

The hybridized 1.5-liter unit is designed by Mercedes and built by Horse Powertrain in China, a joint venture involving Geely and Renault. Exactly how much kick it will deliver in the Little G is unknown, but the new CLA 220 hybrid makes 208 hp (211 PS) and 280 lb-ft (380 Nm) of torque, and gets to 62 mph (100 kmh) in 7.1 seconds.

In the CLA, the engine is paired with a gearbox-mounted electric motor that allows short periods of engine-off driving.

450-mile Range

Prefer your G a little more refined? The EV variant will reportedly come standard with two motors and all-wheel drive to preserve off-road credibility, Autocar says.

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An 85 kWh NMC battery is tipped to deliver close to 450 miles (724 km) of WLTP range, which would be seriously impressive for something shaped like a luxury brick – it’s not far short of the CLA 350 sedan’s 418-479 miles (672-771 km) figures. The full-size electric G580 with EQ technology, you might recall, is only rated for 280 WLTP miles (450 km).

Regardless of powertrain, the Little G will be sold exclusively with four-wheel drive, and both versions are tipped to feature advanced torque vectoring capable of distributing drive to individual wheels to mirror the off-road ability of the larger G-Class.

Slab Sides

Where the baby G does follow its big brother’s lead, though, is in military-chic charm. Unofficial renders from Nikita Chuyko for Kolesa give us a credible idea of what the finished SUV could look like, showing round headlights, upright glass, three big side windows and a tailgate-mounted spare.

It looks like someone left a G-Class in the dryer too long, and the good news is the slow-selling G580 EV’s $163k price should also shrink, hopefully by around 50 percent.

Unlike many compact crossovers pretending to be rugged, the Little G is said to ride on a bespoke ladder-frame platform rather than sharing underpinnings with Mercedes’ electric GLC or C-Class.

That should help it take on the incoming Land Rover Defender Sport, the Little G’s most natural rival, though that gets a unibody structure. We can’t wait to see them duke it out in the dirt next year.

Baldauf

Lamborghini has officially shelved plans for its first production EV, deciding instead to lean harder into high-performance plug-in hybrids through 2030. In Sant’Agata’s world, electricity is welcome, just so long as it’s boosting a V8 or V12 rather than replacing one.

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The model in question, previewed by the Lamborghini Lanzador concept in 2023, was supposed to arrive before the end of the decade as a fully electric 2+2 crossover. Instead, it is heading back to the drawing board, if not straight into the history books.

A Strategic Backflip On EVs

Speaking to the Sunday Times, Lamborghini CEO Stephan Winkelmann confirmed the EV won’t be joining the production lineup and will instead give way to another plug-in hybrid offering. He also cautioned that going all-in on electric could turn into an “expensive hobby,” noting that the “acceptance curve” for zero-emission tech among Lamborghini’s clientele is “close to zero.” Not exactly a ringing endorsement.

Winkelmann went on to say that Lamborghini buyers are still chasing the full “emotional experience,” meaning the styling, the performance, and, crucially, the noise. That, in his view, is something EVs cannot yet replicate in their current form. So for now, combustion engines remain very much on the menu, and will continue to be built “for as long as possible.”

Hybrids Take Priority

The call to axe the project was reportedly made behind closed doors late last year, after extensive talks with customers and dealers, along with a thorough market analysis. In other words, Lamborghini did the homework and did not like what it saw. As Winkelmann put it:

“Investing heavily in full-EV development when the market and customer base are not ready would be an expensive hobby, and financially irresponsible towards shareholders, customers [and] to our employees and their families. Plug-in hybrids offer the best of both worlds, combining the agility and low-rev boost of electric battery technology with the emotion and power output of an internal combustion engine.”

More: Ferrari’s First EV Exterior Is So Radical Even Its Designer Is Nervous About Your Reactions

Pressed by the Sunday Times on whether Lamborghini would ever build a full EV, Winkelmann left the door slightly ajar, albeit with a very firm hand on the handle.

“Never say never, but only when the time is right,” he said. “For the foreseeable future, only PHEVs. We will continue to develop electrification because we also need to be ready. The times we are living in are fast moving; if you don’t react fast, you risk going out of business or losing momentum. Therefore we need a solid financial base to reinvest in the future.”

Lamborghini’s current lineup is now fully hybridised, from the Urus SUV to the Temerario and Revuelto supercars, each pairing combustion muscle with electric assistance. The formula seems to be working. Last year Sant’Agata shifted a record 10,747 cars, with the Urus comfortably leading the charge.

Protecting The Brand’s Best Seller

The performance-focused SUV was supposed to enter a new generation in 2029, transitioning to a fully electric powertrain, but that is no longer the case. After speaking with customer groups, Lamborghini concluded that a battery-powered Urus would not exactly set its order books alight.

More: Lamborghini’s Next Surprise Might Be A V12 Supercar You Can Take Camping

According to Winkelmann, they simply couldn’t risk it with their best seller. The Urus is the brand’s financial backbone. Supercars may command higher margins, but they occupy what he calls a “tiny segment” compared with the Urus market, which is “bigger and more stable.” In other words, you do not gamble with the model that pays the bills.

Winkelmann also pointed to the regulatory road ahead. “We have a big task as an automotive industry. Everybody’s speaking about 2035, but there’s a big date which is very dangerous at 2030, due to the emissions. And this is something which is not clear enough, in my opinion, today.”

Dacia is Romania’s largest and most important car manufacturer, and this year it is preparing to expand its lineup in a meaningful way. Two all-new models are on the way, yet neither will actually be built in the company’s home market.

The first arrival will be a new wagon with crossover elements, currently known as the C-Neo. Positioned above the Jogger in Dacia’s range, it is intended to tap into the ever-growing compact segment.

Read: India’s New Renault Duster Looks Like A Rich Man’s Dacia Duster

Initially, Dacia planned to build the C-Neo in Romania. However, Romania-Insider reports that production will instead take place in Turkey. That decision leaves Dacia’s Mioveni plant in Romania focused exclusively on the Duster and Bigster.

SHproshots

The C-Neo will be underpinned by the existing CMF-B platform and should be offered with a slew of different powertrains, including gas, LPG, mild-hybrid, and full-hybrid options that use a 1.2-liter turbocharged three-cylinder.

Visually, Dacia says the new wagon will follow in the footsteps of the Sandero Stepway with rugged design elements, likely including muscular fenders and roof rails.

A New Electric City Car

Just as significant is Dacia’s upcoming electric vehicle, which will be based on the Renault Twingo. It will not undercut the China-built Dacia Spring on price, but it is expected to start at around €18,000 or just over $20,000. That still positions it as one of the more accessible EV options in Europe. Production of this new addition will take place at Dacia’s Novo Mesto plant in Slovenia.

Dacia has identified the A-segment as an important growth driver in the broader EV market, hence why it’s launching a new model to compete. A single teaser image of the car has been released, revealing that while the proportions may be similar to the Twingo, it will look nothing like its French sibling.

Beyond these new models, Dacia already produces the Sandero and Jogger in Morocco to take advantage of the lower manufacturing costs. The approach reflects how the brand now operates as an international manufacturer, not one anchored solely to its Romanian base.

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In September last year, Nissan revealed it was preparing a new cut-price version of the 2026 Leaf for the US, known simply as the Leaf S. The announcement signaled a renewed push toward true entry-level electric mobility. This model was expected to start at just $25,360, significantly undercutting the competition and bringing an affordable EV within reach of many more buyers.

Sadly, this model is nowhere to be seen and may have been dropped entirely. Last week, Nissan confirmed that the entry-level Leaf S will not launch this year as originally planned. While it said the car has not been canceled, at least not at this stage, there is no guarantee it will ever see the light of day.

Read: Nissan Beats Tesla To $25K EV Musk Said Would Never Happen

“Nissan continually evaluates market trends, customer preferences, and the evolving EV landscape to ensure we are focusing our resources where they create the most value,” Nissan US director of product communications Dominic Vizor told InsideEVs. “As part of that process, we have decided not to introduce the smaller‑battery variant of the 2026 Nissan LEAF in the U.S. this model year.”

Vizor added that Nissan remains “committed to delivering the right products at the right time,” adding that it “will continue to assess future battery configurations based on customer demand and segment needs.”

The Nissan Leaf S was supposed to launch with a 52 kWh battery pack, significantly smaller than the 75 kWh pack of other models. No range figure was announced, but it would likely have fallen to the low 200s, which would be enough for some but would no doubt fall short of those planning longer journeys. Existing Leaf models have a driving range of 288-303 miles (463-487 km).

Although Nissan didn’t pinpoint a specific reason for the Leaf S’s delay, beyond mentioning broad market trends and the “evolving EV landscape,” likely impacting the model’s financial viability are the import tariffs it would be subject to due to its Japanese origins.

Forget the cold, hard plastics and hose-down austerity usually associated with commercial vehicle interiors. Isuzu’s latest creation flips that script, turning its Multi Utility Vehicle into something that lets you park your living room almost anywhere, preferably somewhere with a view worth staring at.

The concept is based on the standard cab version of the Isuzu Elf, featuring a black exterior with gold accents and aerodynamic panels on the roof and sides. But the real talking point is what Isuzu has done with the cargo area out back.

More: You Can Buy Isuzu’s Wildest Concept, But You Better Have A Big Lawn

A gullwing door and a drop-down side panel swing open to reveal a snug space that looks more theatre set than box truck. There is a wooden floor, lashing rails, modular shelving and actual furniture. A drop-down table is set up for brewing your coffee of choice, best enjoyed from the comfort of a proper couch rather than a fold-out stool.

It feels tailor-made for a pop-up coffee shop, though in reality it would probably serve primarily as a promotional showpiece. In the accompanying video, one occupant seems perfectly content sipping his drink while watching the sun dip below the horizon.

The Elf MUV was created in collaboration with bodywork specialists Nippon Fruehauf and was exhibited at the Tokyo Auto Salon 2026. It is not heading for showrooms any time soon, but it highlights how much imagination can be squeezed out of a humble commercial vehicle.

What About The Other Rooms?

If you like the idea of escaping into nature but would rather bring more than a sofa, Isuzu has another answer. The Be-Cam GeoRoam sits somewhere between camper and motorhome and was developed with Nippon Tokushu Body.

This build rides on the wide-cab, long-wheelbase Elf, which frees up a far more generous rear section. It also throws in some proper adventure kit, including a bull bar, roof rack and extra LEDs, giving it a stance that says it is ready to head well past the campsite entrance.

More: Tiny Kei Truck Becomes A Real Tiny Home On Wheels

The interior looks like a mini apartment, with warm tones and plenty of wood surfaces. You get a dining area, a fully equipped kitchen, a sofa that converts into a bed and a separate rear bedroom, complete with a projector for late-night film sessions.

The Rugged Workhorse

Isuzu has also rolled out a more work-focused take on the Elf. The Elfmio Cross Style Concept is a dropside pickup that swaps lounge vibes for a tougher look, helped along by new wheels and optional add-ons such as the rear metal frame. It is based on the Space Cab bodystyle, which means it can be driven in Japan with a standard driver’s license.

More: Isuzu’s New Pickup Is Luxury In The Front, Business In The Back

Across all three concepts, the mechanical bits are lifted straight from the regular Elf. That means a 3.0-liter turbodiesel paired with a nine-speed dual-clutch automatic and the option of 4WD. Output stands at either 148 hp or 173 hp. Alternatively, there is a zero-emission Elf powered by a 161 hp electric motor, drawing from a modular battery pack offered in 60, 100 or 180 kWh capacities.

Below are the official videos showcasing the different use-case scenarios. Which one would you take home?

Photos Isuzu / Tokyo Auto Salon

The loss of $7,500 federal tax credits should, in theory, have put every EV brand on an even footing, but Tesla and its customers decided to write their own script. While most electric car values have dropped since last fall, Tesla values are actually climbing.

According to a new study, used Tesla prices have risen 4.3 percent since the EV credit disappeared at the end of September 2025. Over the same period, nearly every other used EV dropped an average of 3.6 percent.

More: EV Sales Fell Off A Cliff, Yet New Car Prices Still Set Another Record

Because Teslas make up such a huge slice of the used EV pie, the average price of all used EVs actually went up 3.5 percent, painting a superficially rosy picture. Strip Tesla out of the equation and things look very different. Non-Tesla EVs slid from an average of $24,629 to $23,738. Meanwhile, used combustion cars dipped 2 percent.

Declining Share

The iSeeCars study also found that used EV market share fell 20 percent between September and January, dropping from 3.5 percent to 2.8 percent. A year earlier, that share had been climbing, but now it is heading the other way. The early adopters already have their EVs. Mainstream buyers are apparently thinking harder about price, charging, and range.

Average Prices For 1- To 5-Year-Old Used Cars

Look at individual models and the pattern gets clearer. Lower-cost EVs like the Hyundai Kona Electric, Volkswagen ID.4, Kia Niro EV and Nissan Leaf all lost between roughly five and six percent of their value. Meanwhile Tesla Model 3 and Model Y prices ticked up, as did those for the Porsche Taycan, the only non-Tesla EV to experience a jump in values.

New EV Prices Down

New EVs tell a similar story. Excluding Tesla, which iSeeCars doesn’t have data for, average new EV prices dropped 2.3 percent, while new internal combustion vehicles rose 2.5 percent. Some mainstream EVs like the Hyundai Ioniq 5 and Chevrolet Equinox EV saw even steeper cuts.

Carmakers are clearly trying to replace that vanished tax credit with old fashioned discounting, but falling EV sales figures since tax credits disappeared tells us it’s not a complete fix.

Average Used EV Prices

Average New EV Prices

Spend five minutes around a modern car, especially an electric one, and you will notice something curious. Door handles have morphed into design statements, tech showcases, and sometimes awkward little puzzle games that feel one step away from becoming a liability.

Some pop out theatrically, some sit flush until summoned, others attempt both, and an increasing number rely entirely on electronic latches that only function when the car has full power. Toyota’s new Highlander appears ready to break new ground with a hidden feature few will notice at first.

More: China Officially Bans Pop-Out Door Handles, And The World May Follow

During our time up close and personal with the SUV, one small feature stood out. The main exterior handle leverages a small pad to activate an electric door latch. That’s not groundbreaking, but what’s next to it might be.

Did You Notice The Tiny Tab?

Photos Stephen Rivers/Carscoops

Inside of the stationary recessed door handle lies a tiny tab. Roughly the size of a postage stamp, it’s designed to be pulled independently by someone outside the car, including, knock on wood, emergency crews. Unlike the main handle, the tiny piece has a clear pictogram suggesting it’s a manual release.

Read: The New 2027 Toyota Highlander Drops Gas And Goes All-Electric

Next to it is a removable section for a keyhole. Getting into this electric SUV, should it ever lose power, is as easy as inserting a key, engaging the manual latch, and pulling on it. Notably, the pull tab did nothing for us when we were in person and tinkering around with it.

Photos Stephen Rivers/Carscoops

Toyota clarified to Carscoops that the prototypes didn’t have functional versions of the handle. The production car will work via a two-step process. Pull once, and the tab will unlock the door. Pull twice, and it’ll manually open the door. That’s clever, and it’s worth noting that it’s not just the exterior handles that have this sort of feature.

Manual Backups Built In

The inside handles are similar to the ones we’ve seen on Lexus vehicles for some time. Users can push the door button for the electric latch to release, or they can pull it to manually open the latch. That’s just one more piece of safety baked into the all-new Highlander.

More: Trapped Tesla Owner Couldn’t Find The Door Release And Now Feds Want Answers

In a world where even door handles have gone digital, a simple mechanical fallback feels less like nostalgia and more like common sense. Toyota’s solution is not flashy, and it does not need to be. As cars pile on electronics for even the most basic tasks, a simple physical solution may turn out to be the smartest feature of all.

Two years. That’s all Tata Motors has given the fully electric Punch before wheeling out a facelift. In the fast-moving world of small EVs, standing still is not an option. The 2026 Tata Punch EV goes beyond a nip and tuck, bringing a larger battery, quicker charging, and a finance trick designed to make the sticker price look far friendlier.

Starting with the exterior, the Punch EV gains a redesigned face with a cleaner bumper, though the split headlights have been carried over. It also benefits from new 16-inch alloy wheels and full-width taillights that mirror the recently facelifted ICE-powered Punch.

More: Land Rover’s Owner Built A Baby Land Rover For Less Than A Bespoke Paint Job

The interior is largely unchanged. Higher trims pack dual 10.25-inch displays, wireless charging, ventilated seats, a voice-activated sunroof, and a 360-degree camera. Six airbags are standard across the range, although the base car makes do without an infotainment screen.

More Punch And Longer Range

More important changes hide under the skin. The Punch EV benefits from larger battery packs with capacities of 30 kWh and 40 kWh, each up by 5 kWh.

Tata claims a real-world range of up to 355 km (221 miles), which is 75 km (47 miles) more than before. Charging gets a lift too. The updated Punch EV now supports a 65 kW DC fast charger, up from 50 kW, cutting the 20-80 percent top-up time to 26 minutes.

There’s a modest bump in output as well. Power rises by 6 hp (5 kW). The Medium-Range version makes 85 hp (65 kW), while the Long Range variant produces 127 hp (95 kW). Tata says the latter hits 0-100 km/h (0-62 mph) in 9 seconds, trimming 0.5 seconds from the previous figure.

The Price Hack

Here’s where things get interesting. Despite the added kit, Tata has lowered the entry price. The attention-grabbing ₹6.49 lakh ($7,150) starting figure comes via a BaaS (battery as service) scheme. You buy the car, but lease the battery separately at ₹2.6 per km ($0.029 per mile).

More: JLR’s Parent Company Made An Electric SUV With Drift Mode For Just $25K

Prefer to own the lot outright? Prices then range from ₹9.69 lakh ($10,700) to ₹12.59 lakh ($13,900), depending on specification. Even so, that undercuts the pre-facelift model, which makes the updated Punch EV look like stronger value.

At 12,000 km a year, the battery lease works out to ₹31,200 (about $348). Drive 15,000 km and it rises to ₹39,000 (about $435) annually. Over five years at that higher mileage, you would pay ₹1.95 lakh (around $2,175). Add that to the ₹6.49 lakh ($7,150) purchase price and the total comes to roughly ₹8.44 lakh (about $9,325), still below the ₹9.69 lakh ($10,700) entry point of the version that includes the battery. The more you drive, the smaller the gap becomes.

The ICE-powered Tata Punch, meanwhile, ranges from Rs. 5.59 Lakh ($6,200) to Rs. 10.54 Lakh ($11,700).

Once thought to be permanently axed in favor of the Puma subcompact crossover, it appears the Ford Fiesta is poised for an electrified resurrection. The Blue Oval has turned to its strategic partnership with Renault Group to develop two affordable electric cars for Europe based on the French automaker’s AmpR Small platform.

Future Cars: Mercedes’ Smallest SUV Points To A Different Kind Of Compact Future

While the Fiesta EV has yet to be officially confirmed, intel suggests it’s all systems go. So we’ve pulled together everything we know so far, along with what to reasonably expect, including an exclusive illustration previewing how Ford’s smallest electric hatch might look in production form.

Fresh Look, Familiar Proportions

The basis for my render is the Renault R5, which is evident in its bite-size dimensions, short overhangs, and upright windscreen. Upfront, it adopts a clean, closed-off nose typical of most EVs with a smooth panel framed by a gloss-black moustache motif. Slim headlights with tri-DRLs sit high on the fascia, while subtle air intakes below aid cooling without adding visual clutter.

Read: Ford Quietly Ends Focus Production After 27 Years Without Even Saying Goodbye

In profile, it’s defined by a gently rising beltline, blacked-out a-pillars, and curvaceous surfacing inspired by Ford’s radical ‘Start’ that debuted in 2010. Out back, it appears wider due to a contrasting horizontal line that connects the taillights and the lower bumper, which sports a centrally located vertical fog lamp.

A Smart Interior

Inside, the Fiesta is expected to be a tech-laden affair, owing much of its electronic hardware to its French-supplied architecture. Sure, it’ll feature Ford-specific fonts and graphics, but underneath the dual 10-inch digital instrument cluster and infotainment screen, it’s a Google-based Renault operating system with over-the-air update capabilities.

Future Cars: Ford’s $30K Pickup Wants To Beat Cybertruck At Its Own Game

Material quality should improve, with soft-touch surfaces and recycled fabrics replacing the budget plastics of past Fiestas. The dedicated EV platform should also help liberate cabin space, with overall dimensions expected to closely shadow those of the Renault 5.

The electric French hatch measures 3,922 mm (154.4 inches) in length, 1,774 mm (69.8 inches) in width and 1,498 mm (59.0 inches) in height, with a wheelbase of 2,540 mm (100.0 inches). Sharing the same underpinnings, the Fiesta EV should sit in virtually the same size class, even if Ford gives it its own visual character.

Renault Platform

Based on the Renault group’s 400-volt AmpR-Small architecture, Ford Europe engineers will work their magic on ride and handling. It will likely have a multi-arm rear suspension and a low-mounted battery for comfort and taut body control.

Watts Over EcoBoost

Before the axe fell, the last Fiesta had a cracking wee 1.0-litre turbocharged 3-cylinder engine. Sadly, the three-pot thrum will be replaced by a front-drive, single-motor electric setup. It’s not all bad, though, with outputs projected to be in the 120-150 hp (88–110kW) range. We’d expect a spicier ‘ST’ variant to come later with up to 210 hp.

Also: Farley Says Ford Couldn’t Compete With Toyota And Hyundai, So It Stopped Trying

Expect 40 kWh and 52 kWh NMC battery options, with a range up to 248 miles (400km) on the WLTP cycle. Using the R5 as a reference, DC fast charging will max out at 101 kW, and it is expected to have vehicle-to-load and vehicle-to-grid capabilities.

Rivals And Reveal

Competition will be fierce. Likely rivals include the Peugeot e-208, Opel Corsa-E, Cupra Raval, Kia EV2, Renault 5 E-Tech and Volkswagen ID.Polo. More about the Fiesta EV is expected to surface in the next 12 months, with a potential reveal likely to be late next year or early 2028.

Could it be offered outside Europe? It’s possible. But given the current tariff landscape, the Fiesta’s small footprint, and America’s cooling appetite for EVs following the end of the federal tax credit last year, a US launch feels highly unlikely.

Would you like to see the Fiesta reborn as an affordable EV? We’d love to hear your thoughts in the comments below.

The now-discontinued Renault Twizy was known for its futuristic styling, scissor doors and unconventional seating layout, but never for outright performance. No one has ever accused it of being fast. That, naturally, made it the perfect candidate for something irresponsible.

Enter the UK-based mad scientists at DM Performance, who looked at this humble heavy quadricycle and decided it needed more chaos. Their solution was simple in theory and mildly unhinged in practice: rip out the weedy motor and transplant the heart of the world’s most powerful electric motocross bike.

More: Renault’s Smallest And Quirkiest EV Is Dead

The project started with a full teardown. Out went the factory-fit 17 hp (13 kW) motor. In came the powertrain from a Stark Varg, effectively the electric equivalent of a 450cc gasoline engine. The result is 80 hp (60 kW), a staggering 396 percent jump in output that completely rewrites the Twizy’s modest résumé.

DM Performance / YouTube

But torque is the real headline here. The Stark Varg motor is rated at a frankly absurd 692 lb-ft (938 Nm). For context, the Lamborghini Aventador in the opening photo delivers 690 hp and 509 lb-ft (690 Nm), which means this pint-sized French creation is packing nearly double the torque of a V12 supercar!

More: World’s Least Powerful Gullwing Door Sports Car Finally Gets The Rotary Power It Deserved

It actually gets wilder. The supercharged 6.2-liter V8 in a 2027 Ram TRX produces 680 lb-ft (921 Nm). Now picture that sort of twist in a vehicle that weighs roughly ten times less than the Ram, and you begin to understand just how outrageous this thing really is.

Engineering The Swap

Making it all fit required serious surgery. DM Performance cut away the original rear cradle to accommodate the new motor and engineered a custom chain-drive system to replace the Twizy’s direct-drive transaxle.

DM Performance / YouTube

To cope with the tidal wave of torque, they modified the original differential with a custom stainless steel casing and high-pressure grease to mimic the behavior of a limited-slip diff. A set of Maxpeedingrods coilovers was also installed to reduce the risk of an impromptu rollover.

Finally, the French EV received another transplant. The Stark Varg battery pack weighs 32 kg (70 lbs), significantly lighter than the Twizy’s 100 kg (220 lbs) battery, while offering slightly higher capacity and the ability to discharge massive amounts of energy for high-performance motors.

Smoke, Speed, And Proof

The unique “Stark Twizy” proved its performance credentials by winning a 100 mph (161 km/h) drag race against a more powerful Audi S1 Quattro hot hatch. The builders also took it for a drift session and even performed donuts around a Lamborghini Aventador.

A History Of Madness

This isn’t the first time DM Performance has turned a tiny EV from the heavy quadricycle segment into a monster. They previously completed a wild Citroen Ami using similar Stark Varg internals, though they noted the rear-wheel-drive layout of the Twizy made it a much better platform for hooning.

Electric swaps not your thing? They have also created a turbocharged Hayabusa-swapped Tuk Tuk tricycle. That machine weighs 460 kg (1,014 lbs) and produces a frankly terrifying 305 hp (227 kW / 309 PS) on the dyno.

A New Britain man was charged with 12 counts of risk of injury to a child after police say he failed to intervene while middle school students fought with and sexually assaulted other students on a school bus he was driving last October, reported CT Insider.

Dominic Jimerson, 61, was arrested Jan. 21 and was scheduled to be arraigned Feb. 4 in Manchester Superior Court. Has released on a $5,000 bond.

Jimerson was reportedly driving a Dattco-contracted school bus carrying 11- to 14-year-old Timothy Edwards Middle School students from South Windsor to Hartford, with multiple drop-offs along the route.

Police said Jimerson failed to act as multiple incidents unfolded on the bus, including fights and sexual assaults involving students. Investigators said school bus drivers are responsible for the welfare, safety and security of students and are trained as mandated reporters for the state Department of Children and Families. Drivers are also required to intervene when a child’s safety or welfare is in jeopardy.

Jimerson’s manager reportedly told police that Jimerson filed a report about the students’ behavior after the incident and informed the company he would not drive the route again. Even after being told that a bus monitor would be assigned to the route, Jimerson refused to return.

According to the report, Jimerson had multiple options to intervene prior, including stopping the bus, addressing the students directly, contacting the bus dispatcher, and contacting the district or police. South Windsor police became aware of the incident after a video showing a student attempting to sexually assault another student began circulating on Snapchat. The mother of a student who was allegedly assaulted also contacted school administrators.

Investigators obtained video footage from the bus, which was provided by the Capitol Region Education Council. Police said via the article that some students were actively involved in the assaults, while others were “uninvolved participants, but clearly intimidated or upset by the actions of others.”

At one point in the video, police reportedly heard muffled screams from a student who appeared to be held down in a seat. In another video, a student can be heard alerting the Jimerson. But police said Jimerson did not respond.

Several students involved in the incident are under investigation for crimes against one another and are considered both victims and suspects in alleged breaches of peace and sexual misconduct. The warrant identifies six suspects: One 11-year-old, one 12-year-old and four 13-year-olds. Police said they will not release information about juvenile arrests.

Lt. Mark Cleverdon of the South Windsor Police Department said no additional details regarding juveniles would be disclosed.

Jimerson did not speak with police during the investigation. Attorney Patrick Paoletti contacted police on Jimerson’s behalf and asked investigators to direct any communication through him. But police said Paoletti did not return follow-up calls.

The Judicial Branch lists Paoletti as an attorney for Dattco. Calls to Paoletti and Dattco were not returned. The case remains under investigation.

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