CINCINNATI, Ohio – First Student, the company setting the standard for innovation in school transportation, has been selected by Seneca Valley School District (SVSD) in Pennsylvania to provide student transportation services, beginning in the 2025-2026 school year. Backed by a brand-new fleet and advanced technology designed to elevate the ride experience for students and families, First Student will bring nearly 150 new buses to SVSD. All buses will be equipped with First Student’s award-winning HALO technology platform. HALO delivers real-time visibility, data-driven safety features, and streamlined communication tools that modernize school transportation to provide the best student transportation experience.

First Student is the industry leader in safety, utilizing on-vehicle technology that includes driver tablets, AI cameras, video systems, and a child check system. Guardians and caregivers of SVSD children will have access to First Student’s comprehensive transportation technology suite, which includes real-time tracking via the FirstView app. This feature provides families and district staff with live GPS updates, offering greater peace of mind and improved planning. Additionally, through performance monitoring and feedback channels, families will have an easy way to submit comments or concerns if needed.

“At First Student, we take great pride in delivering the best possible transportation experience for every student we serve,” said John Kenning, President and CEO of First Student. “For Seneca Valley families, that means combining a brand-new fleet with technology that keeps parents connected and informed. With the FirstView app, families can track their child’s bus in real time, creating greater transparency and peace of mind while ensuring every ride is safe, reliable, and welcoming.”

HALO’s technology also empowers school districts with an advanced driver navigation system for route optimization and timely arrivals, as well as student behavior monitoring tools that support communication between drivers and district staff.

“Seneca Valley is committed to providing the safest and most reliable transportation possible for our students,” said Dr. Tracy Vitale, Superintendent of Schools. “We welcome this new partnership with First Student and appreciate the expertise and resources they bring to support our transportation program.”

“Our partnership with Seneca Valley School District reflects a growing shift toward modern, connected, and student-centered transportation,” said Brian Fitzgerald, Senior Vice President, Mid-Atlantic Region at First Student. “Safety, service, and community are at the core of everything we do. We’re proud to bring our technology and expertise to support this outstanding school community.”

First Student is actively recruiting qualified drivers and offering competitive pay, paid instruction, and industry-leading training. This includes the First Serves program, which equips drivers with clinically backed communication tools and training to support students with disabilities, ensuring an inclusive and welcoming ride for every learner.

About First Student:
First Student is reimagining the school bus experience for 5.5+ million students across North America every single day. As the undisputed leader in K-12 transportation, the company is on pace to complete 1 billion student rides during the 2025-26 school year, delivering not just students, but confidence, reliability, and peace of mind to families and school districts alike. Backed by a workforce of highly trained drivers and an industry-leading fleet of 46,000+ vehicles, including electric buses, First Student is a mission-driven partner in education. Recently named to the Inc. 5000 list of America’s fastest-growing privately held companies, First Student offers cutting-edge services including special needs transportation, AI route optimization, fleet electrification, vehicle maintenance services, and charter services. First Student’s impact extends beyond logistics: every ride is designed to be a safe and supportive space where students can start their day with a great experience. With innovation at our core, First Student is driving the future of student transportation one ride at a time.

The post Seneca Valley Partners with First Student to Deliver Smarter, Safer Student Transportation appeared first on School Transportation News.

LOS ANGELES, Calif., – HopSkipDrive, a technology company that solves complex school transportation challenges where there is a heightened need for safety, access and care, welcomes the 2025-2026 school year with industry-leading technology for schools, riders and caregivers.

HopSkipDrive is proud to solve school districts’ biggest transportation needs through individualized, specialized rides to school to supplement traditional yellow buses. The company provides access to safe and reliable drivers in small vehicles, called CareDrivers, as well as a substantial supply of wheelchair-accessible vehicles (WAVs) and vetted Rider Assistants. To provide even more personalized, dedicated support ahead of this back-to-school season, HopSkipDrive has also expanded its support teams.

“HopSkipDrive is here to help with school districts’ long to-do list to help students safely get to school on-time and ready to learn,” said Joanna McFarland, HopSkipDrive CEO and Co-Founder. “School districts are adjusting to changing funding models, exploring how transportation can solve chronic absenteeism, understanding how a multimodal mix can increase access, and addressing the rising numbers of students who move frequently or who experience homelessness or displacement.”

Client testimonials, such as one from a Spokane school district lauding “wonderful customer service, and kind and caring drivers,” illustrate why transportation officials and administrative leaders from 10,000 schools across 17 states utilize HopSkipDrive as a part of their student transportation tools. No matter the hour or day of the week, and in as quickly as six hours, schools rely on HopSkipDrive’s signature approach to safety, reliability, and flexibility.

New Innovations Add to On-Time Arrivals Success To-Date

Since HopSkipDrive’s earliest days, the company has considered on-time arrivals key to providing a safe and reliable ride, strategically implementing new technology and processes.

Earlier this year, the company rolled out a new feature to rapidly identify nearby drivers who are able to substitute and fulfill a ride with just a few minutes’ notice if common transportation issues like a flat tire, sickness, or traffic occur. This innovation continues HopSkipDrive’s relentless work to-date to arrange timely rides, and has resulted in a 7% increase in on-time arrivals, with 95% of rides arriving within approximately 15 minutes of the scheduled arrival time.

This and other advancements underscore the company’s commitment to offering the most flexible school transportation options to work towards ensuring students can reach their education goals.

Support for the Entire School Transportation Experience

HopSkipDrive has bolstered the teams and training behind its industry-leading safety measures and innovations for the upcoming school year, focusing on how best to support transportation officials, CareDrivers, caregivers and riders.

School transportation teams can now book a wide variety of transportation solutions using RideIQ, the HopSkipDrive ride management platform. Centralized transportation teams use it to rapidly and seamlessly book or modify rides through the CareDriver network, or to schedule local professionals with specialized vehicles like WAVs. At the school on-site level, staff can utilize Daily Queue’s customized views to see the day’s vehicles’ scheduled arrival times and corresponding details like color, model, license plate and more .

In addition to these features, HopSkipDrive has continued its investment in dedicated support efforts for all users of the platform, with new offerings for riders and caregivers:

● For parents and caregivers: A new dedicated team will support parents in both English and Spanish, who are new to the HopSkipDrive platform, answering questions and providing guidance on what to expect.

● For riders: HopSkipDrive has launched a dedicated rider support line, enabling riders to reach HopSkipDrive’s Safe Ride Support team during a ride if needed. In addition, for riders who need to be met by an adult at pickup or dropoff, the company has launched an enhanced process enabling school districts to designate specific protocols and identify adults to ensure pickup and dropoff are safe and smooth.

These efforts build on HopSkipDrive’s existing world-class support efforts that includes new, specialized trauma-informed training from NOVA (National Organization for Victim Assistance) to enhance the Trust & Safety and Safe Ride Support teams’ work serving students with diverse needs.

About HopSkipDrive:
HopSkipDrive is a technology company that solves complex transportation challenges where there is a heightened need for safety, access, and care. HopSkipDrive is modernizing the $30 billion school transportation industry through two core solutions: a care-centered transportation marketplace and industry-leading transportation intelligence platform, RouteWise AI.

HopSkipDrive’s marketplace supplements school buses and existing transportation options by connecting kids to highly vetted caregivers on wheels, such as grandparents, babysitters, and nurses in local communities. RouteWise AI helps schools and districts address critical challenges, including budget cuts, bus driver shortages, and reaching climate goals. HopSkipDrive has supported over 10,000 schools across 17 states, with over 600 school district partners. More than 5 million rides over 95 million miles have been completed through HopSkipDrive since the company was founded in 2014 by three working mothers.

The post HopSkipDrive Welcomes New School Year with Industry-Leading Technology, Enhanced Support appeared first on School Transportation News.

Tyler Bryan attended his first National Congress on School Transportation in May 2015. The experience prepared him to take on an industry first 10 years later.

Bryan, Delaware’s de facto state director as the education associate for school transportation at the department of education, chaired the new alternative transportation writing committee that was included at the 17th NCST in Des Moines, Iowa. It was the first time state delegates took up a non-school bus issue since the first congress held in 1939. It was blasphemous to previously even think of proposing recommendations for other vehicles that transport students to and from school, not to mention other related events.

Seeing how NCST worked in 2015, at the behest of then-state director Ron Love, allowed Bryan to prepare not only in his role leading this historic proposal process but his responsibilities in providing guidance to school districts in his own state.

“The committees and delegation helped me gain an excellent working knowledge that better prepared me for taking on this role in Delaware. I am very appreciative of Ron’s guidance and inclusiveness in my previous role, and it was due to that involvement that eventually led me to this position,” Bryan said. “Being a 2015 delegate allowed me to see the process Ron followed to prepare, the execution during congress, and then the follow-up, including our state’s specification update process.

Getting to be involved and see that made it much easier to understand expectations and made me comfortable enough to take on a writing chair position.”

Despite admittedly being awestruck by NCST in 2015, the deliberations were made easier, he added, by knowing that all delegates as well as interested parties no matter the varying opinions were there for the same reason: Student safety.

“In my opinion, the 2025 on-site congress proceedings went very smoothly, and I was impressed by how well they stayed on schedule to accomplish 10 years of work within the provided timeframe,” he noted. Bryan provides more insights into the proposal process for alternative transportation, specifically, and the need for the industry to come together and create recommendations that benefit school districts of all states, in this month’s Q&A.

STN: Why is the topic of alternative transportation so important? In Delaware? Nationwide?

Bryan: Alternative transportation is important. As we know it is here and ever expanding. As this expansion continues, states and local districts are at the point where they must evaluate their needs and determine what policies, procedures and processes are required to ensure that they are doing their due diligence, to ensure that students are receiving safe transportation in the vehicle selected for school transportation.

In Delaware, it is continuing to grow for the transportation of our homeless and foster youth. Our regulations currently require the local education authority to establish its own policies and procedures for this type of transportation. After much conversation with our local transportation supervisors, they have requested that the state develop regulations around this type of transportation to create a standard framework for consistency across the state. The goal was to use NCST to propel us forward with creating the regulation.

STN: How and why did you get involved as the writing committee chair?

Bryan: I had been tasked with chairing the NASDPTS position paper for alternative transportation, so when they were looking for members of this committee, I had expressed interest since I had already been doing some work within this subject. When I found out they were in need of a chair for this section, I agreed to step up and take the lead, as I knew we would also be looking to do similar work in Delaware.

STN: How did the committee operate? What work went into formalizing/creating the proposals for delegate voting? What was the process for creating a writing committee that never existed before?

Bryan: With the NCST process, there was a first period, during which state delegations and interested parties could submit language, proposals or requests for changes. In the first round of proposals, our committee received only one proposal, which aimed to clarify the NHSTA guidance on the use of 15-passenger vans. This meant the committee needed to start drafting a proposal from scratch. The committee decided to examine multiple states that had already adopted regulations for alternative transportation, which we then used to identify similarities between them, providing us with a starting point.

The committee then determined what areas we wanted to focus on within this proposal, which were driver credentials, driver training, vehicle design and equipment, special education policy considerations, and other policy considerations. We then split into subgroups, splitting up within each of these subjects. The small groups then formed their recommendations, which included non-voting advisory members from various alternative transportation providers who also contributed input on these subject areas.

Once the subgroups completed their work, we brought it back to the main group and reviewed each area, voting on what we wanted to include in our proposal. Our proposal then went out for comment, and this time we received 15 comments for recommended language changes or additions. Our committee then reconvened to vote to either accept or reject those recommendations and then provided the committee’s decision back to those who submitted change requests. That was the process we followed for developing the final proposal that came to the Congress floor. It is definitely a more extensive process to start a new section from scratch versus just changing existing language. I was very fortunate to have great committee members who offered valuable input and time to allow us to put forth a solid proposal to congress.

STN: What were the proposals and what did the states pass? Was there anything surprising to you?

Bryan: The committee knew going into this that this section was new historical and many had varying opinions on it. We were expecting a lot of discussion around it. The final wording will be forthcoming incorporating the changes that occurred on the floor. (Editor’s note: The national specifications and procedures were under review by the editing and technical committees at this report.)

The one surprising thing for me as the writing chair was that I had preconceived ideas about which areas would be more controversial than others, so I was surprised to see that the driver training section was the one that received the most change. We had really intended that section to be a framework for those states or localities looking to implement training requirements. Overall, all the sections remained with modifications that were proposed and accepted by the congress, and this allowed the committee to achieve our initial goal of adopting a minimum framework to ensure safe transportation for students.

STN: What stood out most to you about your entire NCST experience?

Bryan: Due to COVID-19, our normal five-year process was extended to 10 years, resulting in a significant number of veterans familiar with this process retiring. There were many new delegates and delegate chairs who were attending the NCST for the first time at the 2025 congress. Even with many new individuals and a more extended hiatus, we were still able to achieve a highly successful congress that was completed ahead of schedule. This wouldn’t have been possible without the hard work of all the individuals involved in this process. Another impressive aspect of NCST was viewing the table decorations featured by various states. It was great seeing the state pride across the Congress floor.

STN: Thank you.

Editor’s Note: As reprinted for the July 2025 issue of School Transportation News.

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Related: (STN Podcast E269) Legacy & Leadership: Award-Winning Suffolk Transportation Talks NY Operations
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The updated Tesla Model 3 Highland arrived in August 2023 with a range of welcome upgrades, along with one, or depending on who you ask two, changes that proved far more divisive.

More: Tesla’s Longest Range EV Is Here But Not For You

Aside from the removal of the gear selector stalk, one of the most debated changes was Tesla’s decision to eliminate the traditional turn signal stalk in favor of steering wheel buttons, mirroring the approach used in the Model S and Model X. After nearly two years of customer feedback, the company has chosen to bring the stalk back, at least in the Chinese market.

The official configurator in China now shows the turn signal stalk as standard equipment across all Model 3 trims. For existing owners who never warmed up to the steering wheel buttons, Tesla is also preparing a factory-backed solution that goes beyond aftermarket fixes.

Factory-Backed Retrofit

Beginning in mid-September, an accessory called the “Model 3 Steering Wheel Turn Signal Lever Modification” will be offered through Tesla’s online shop and app in China. Priced at ¥2,499 ($349), the upgrade must be installed at a Tesla Service Center, where technicians will fit the stalk using specialized tools.

Unsurprisingly, the stalk design looks nearly identical to the one on the Model Y Juniper, which is slimmer and more streamlined than the pre-facelift Model 3 version. The upgrade also involves fitting a new steering wheel without turn signal buttons, with Tesla offsetting costs by recycling the components returned by customers.

Tesla

Compatibility and Rollout

Initially, the accessory will only work on Model 3 Highland vehicles produced after February 7, 2025. Tesla has confirmed it will eventually expand compatibility to all Highland units. Considering the Model 3’s role as a global bestseller, it seems likely that similar offerings will eventually reach Europe and North America.

More: Tesla’s Screens Are About To Get Unreal Graphics

We don’t know whether the company plans to retrofit the Cybertruck, Model S and Model X with turn signal stalks in the future. For now, Tesla appears to be focusing on high-volume cars where customer sentiment has been strongest.

Aftermarket alternatives

During the two years without a factory option, third-party companies stepped in to fill the gap. Enhance Auto, for example, launched its own retrofit called S3XY Stalks, which gained traction among owners looking for a more traditional control setup.

Electric vehicles are often billed as an eco-friendly solution to the world’s problems, but it appears they’re hiding a dirty secret. In this case, it’s high levels of particulates near EV charging stations.

The surprising finding was discovered by researchers from the UCLA Fielding School of Public Health, who took readings at 50 DC fast charging stations and compared them to other sites. They were interested in potentially dangerous air particles known as PM2.5, which are about 30 times smaller than a human hair.

More: EVs Pollute 30% Less Than ICE Over Lifetime, But Only After 56K Miles

In Los Angeles, the study found the urban background PM2.5 concentration is 7 to 8 micrograms per cubic meter and that increases to around 10 to 11 on freeways or at busy intersections. Gas stations clocked in at around 12 micrograms per cubic meter, while fast chargers averaged 15 and peaked as high as 200.

UCLA

Researchers noted the highest levels were found at the chargers’ power cabinets, but concentrations dropped “quite a bit” just a few meters away. They added that “a few hundred meters away, there’s no noticeable difference compared to background levels of pollution.”

Dr. Yuan Yao said, “Our findings suggest that these tiny particles likely come from particle resuspension around the DCFC’s power cabinets.” She went on to explain the cabinets convert electricity from the grid into the direct current needed to charge electric vehicles, and they also contain fans to prevent them from overheating. It’s believed these fans are stirring up dust and particles, making air around charging stations ‘dirty.’

UCLA

Dr. Michael Jerrett explained the dangers as he said, “These particles are so small, they can travel deep into your lungs and even enter your bloodstream – potentially leading to serious problems like heart or lung disease.” Unsurprisingly, those with pre-existing conditions or heightened sensitivity are at higher risk of suffering health issues related to fine particle exposure.

Despite the risks, UCLA environmental health professor Yifang Zhu said “EVs remain a vast improvement over combustion vehicles, and our own studies show that transportation electrification cleans the air for everyone.” She went on to suggest the charger emissions could be addressed by adding air filters to the power cabinets.

In the meantime, researchers suggest that EV drivers remain inside their vehicle with the climate control system running, while it charges. As an alternative, they can leave the area to get to cleaner air.

H/T to Bloomberg

UCLA

Traffic in California isn’t often pleasant, but it was even worse than normal on Saturday night. Drivers on the southbound side of the 5 freeway saw something rare: a semi truck fully engulfed in flames that spread to new Teslas on the attached trailer. It took crews several hours to get the conflagration under control.

Road users reported the fire at around 5:35 p.m. local time. Based on the video of the scene, it appears as though the fire began on the truck itself and spread. In some footage, it’s clearly growing in and around the cab. Later on, it spreads up to the Tesla Model Y directly above the cab. From there, it seems that it worked its way back, damaging all but two cars on the trailer.

More: Xiaomi Says It’s ‘Totally Normal’ For Its New SUV’s Brakes To Catch On Fire

According to SignalCV, authorities confirmed that the driver escaped without injury. California Highway Patrol officers issued a SigAlert for two hours just before 6 p.m., but that ended up lasting far longer. At 10 p.m., it was still telling locals to expect a two-hour backup in the area. Some vehicles had to sit for so long that they ran out of fuel on the highway.

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No doubt, the lithium-ion batteries onboard made putting the fire out harder than usual. Notably, it’s unclear at this point what started the fire to begin with. One person who claims to have seen the fire early on said that it began near the back tires of the truck. Reviewing topography from the area also shows a steep decline of several hundred feet on I-5 just before the location of the parked semi.

While we can’t be definitive, the combination of that statement and the steep decline suggests that overheated brakes could’ve played a role in the initial fire. At this point, we’ll have to wait for authorities to release additional information. We’re just happy that everyone escaped without injury.

https://t.co/XV0uOVqzzd pic.twitter.com/GkWjrykVo3

— Robert Garcia (@firechiefanf) August 17, 2025

Credit: FireChiefANF

The launches of glitzy supercars and high-dollar restomods at Monterey Car Week may have dominated headlines, but a different kind of automotive show unfolded thousands of miles away. In India, Mahindra used a special event to showcase four new concept vehicles, each serving as a glimpse of production models slated for 2027.

More: Mahindra Built A Batman SUV And Somehow It’s Completely Serious

At the center of the lineup are the Vision.T off-roader and Vision.SXT pickup, both looking like futuristic interpretations of a Jeep Wrangler. They’re joined by two more SUVs, the sporty Vision.X and the more rugged Vision.S, giving Mahindra a wide spectrum of designs aimed at future buyers.

The concepts were designed in Mahindra’s Global Design studios in Mumbai, India, and Banbury, UK, adopting the automaker’s Heartcore styling language. Underneath, they sit on the new NU_IQ platform, a flexible architecture designed for gasoline, diesel, hybrid, and fully electric powertrains in both front- and all-wheel-drive layouts.

Built for Global Reach

The NU_IQ platform isn’t just versatile in terms of propulsion. It also supports both left- and right-hand drive setups, an essential feature for export ambitions. Mahindra says the platform will underpin SUVs ranging from 3,990 to 4,320 millimeters in length (157.1 to 170.1 inches), with a 2,610-millimeter (102.8-inch) wheelbase.

The company claims that the new underpinnings enable a commanding seating position, a spacious cabin with “class-leading” boot space, a flat floor (even on the ICE versions), a lightweight construction, and advanced safety.

The Indian Wranglers

The Mahindra Vision.T and .SXT concepts are an evolution of the Thar.e from 2023. However, they look a lot closer to production status, giving us a preview of the models that will eventually expand Mahindra’s model family next to the existing Thar and Thar Roxx.

More: Mahindra BE 6e (Get It?) And XEV 9e Electric Coupe SUVs Debut With Futuristic Looks

The concepts have sharp grilles with LED headlights, boxy fenders, off-road bumpers, and an upright stance. Both are fitted with all-terrain tires and have a generous ground clearance. The main difference is that the Vision.T has a five-door SUV bodystyle while the Vision.SXT is a four-door derivative with an exposed cargo area. The small bed carries two full-size spare wheels secured behind a custom tailgate.

Inside, the two concepts share a five-seat layout highlighted by a tall portrait-oriented touchscreen running the center console, a digital instrument cluster, and a panel of overhead switches for added functionality.

Compact and Rugged Concepts

Moving on to the other SUV concepts, the Vision.S looks like a baby Land Rover Defender with fancy LEDs and off-road gear. It also has a rugged stance and could evolve into the smallest member of the Mahindra Scoprio family.

Boxy proportions, high ground clearance, and short overhangs give the SUV a rugged, go-anywhere stance despite its compact size. The look is reinforced by details such as roof-mounted LEDs, a roof rack, a small side ladder, and a rear-mounted spare wheel carrier. Inside, two digital displays are split by central air vents, complemented by more physical controls than typically seen in Indian concept vehicles.

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

The final reveal, the Vision.X, is the most athletic of the lineup. With slim LED lighting, sculpted surfaces, and contrasting glossy black accents over matte bodywork, it brings a sportier character. Inside, the curved digital cockpit and two-spoke steering wheel suggest where Mahindra’s design language could be heading for its XUV and XEV families.

Mahindra plans to bring production versions of these concepts to market starting in 2027. The rollout is expected to begin in India before spreading to export markets.

Mahindra

Nissan’s growing partnership with Dongfeng is quickly reshaping its EV lineup in China. After the N7 sedan recently became the country’s top-selling foreign-brand electric car and its upcoming global rollout, the company already has the N6 plug-in hybrid sedan on the way. Now it seems the lineup will stretch even further with the addition of a new SUV.

More: Nissan’s Budget N7 Sedan That Quietly Outsold Every Foreign Rival In China

Camouflaged prototypes testing in China suggest a model that may stand apart from Nissan’s current SUV range. Instead of linking back to familiar nameplates, this appears to be the next member of the N series family developed alongside Dongfeng, joining the N6 and N7 sedans.

Early Glimpse in Spy Shots

The spy shots shared across Chinese social media, reveal two prototypes of a midsize electrified SUV. They show two prototypes of what looks like a midsize electrified SUV. The vehicles don’t have any emblems, and their bodywork is fully covered in a camouflage wrap.

Although the profile appears fairly conventional, the split LED headlights and closed-off grille resemble the styling of the Nissan N6 sedan. At the rear, temporary taillights are in place, likely to be replaced by a full-width LED light bar on the production model. Other details include flush door handles, frameless windows, a roof-mounted LiDAR unit, and side-mounted camera sensors.

According to user Sugar Design, the prototypes share some resemblance with the Dongfeng Yipai eπ 008 introduced in 2024, though the body panels and greenhouse differ. Given the close partnership between Dongfeng and Nissan, however, a mechanical connection between the two models remains a strong possibility.

Sugar Design / Weibo

Size and Powertrain Clues

The Dongfeng Yipai eπ 008 measures 5,002 mm (196.9 inches) long and has a wheelbase of 3,025 mm (119.1 inches), although the pictured prototypes appear to have less room between the axles. The camouflaged SUVs appear to have two rows of seats, instead of the three-row six-seater layout of the Dongfeng.

More: Nissan’s Most Crucial SUV Is Getting A Radical Redesign That Could Save Its Future

While we don’t know if the models will share their underpinnings and powertrain options, the Dongfeng is available in fully electric and range-extender forms. The BEV is fitted with an 82.3 kWh battery pack offering a range of up to 620 km (385 miles). The EREV version has a combined range of 1,220 km (758 miles) and a zero-emission range of 202 km (126 miles).

More: The Budget EV That Quietly Outsold Every Foreign Rival In China

The upcoming Nissan SUV may carry the N8 nameplate, though the company has also secured trademarks for N9 and N10 to cover larger models. With the prototypes already showing production-ready styling, a market launch in China could be only a few months away. In the meantime, additional details may surface through filings with China’s Ministry of Industry and Information Technology.

Whether this SUV stays exclusive to China or joins Nissan’s export lineup remains to be seen, but it marks another step in the brand’s steady expansion of the N series beyond sedans.

A lot of companies want the EPA in charge of setting national climate regulations because it helps shield them from lawsuits and creates a predictable environment in which to make investments.

(Image credit: Brandon Bell)

Sales of Audi EVs jumped by 32 percent in the first six months of 2025, even as the brand’s overall sales slid 5.9 percent, and leading the charge was the Q4 e-tron. Now the compact electric SUV is about to get a facelift that could help it grab a few more sales, including from market leader Tesla, whose global sales fell 14 percent in Q2.

Our spy photo crew already snapped the updated slope-tail Sportback version of the updated Q4 back in April, but this time they’ve captured the more practical standard version. The pair is identical from the B-pillars forward, but the regular e-tron spied here has a flatter roof and more upright rear window to improve rear passenger and luggage space at the expense of some visual drama.

Related: Audi Q4 E-Tron Glow Up Takes Aim At Tesla’s Model Y

Both are in line to deliver the same low-key visual improvements whose main elements are teaks to the lights, bumpers and grille. Audi has stopped short of giving the Q4 duo the split headlight arrangement used on their Q6 e-tron big brother, but it has transplanted the multi-segment DRL technology used on that car, the new A5 sedan and the A6 e-tron.

A new lower grille with a hexagonal mesh pattern replaces the grille made up of horizontal bars on today’s Q4, but the hood’s lack of disguise reveals there are no expensive changes to the sheetmetal. The Q4 also doesn’t get the A6’s flush door handles (the Q6 doesn’t have them either, though it’s Porsche Macan Electric cousin does).

One update we noticed on the Sportback prototype which is duplicated here is a bigger ADAS sensor at the top of the windshield. Unlike some other electric SUVs like the Ford Mustang Mach-E, the Q4 doesn’t currently offer a hands-off cruise control feature, though there’s no guarantee it’ll get it with the facelift.

What is guaranteed when the revised EV debuts later this year is an update to the infotainment system, which already features the ChatGPT-powered AI assistant that’s also been rolled out to other VW Group EVs like the Volkswagen Golf and ID.7. We’re also expecting some improvements to the electric driving range. The single-motor Q4 was boosted to 282 hp (286 PS/210 kW) in late 2023 and the dual-motor models have been able to charge at 175 kW since the same update.

But the most recent Q4 news focused on the addition of an entry-level Q4 35 e-tron (not available in the US) whose small 55 kWh battery can send you 221 miles (355 km) between charges, and a 40 e-tron with a 63 kWh battery that’s good for 263 miles (424 km).

Baldauf

The Mercedes G-Wagen (aka G-Wagon or G-Class) is a real if-my-numbers-came-up kind of daily for many of us. But even folks with lottery win-sized bank balances haven’t taken a shine to the new electric version, and thus Mercedes is making moves to get them moving.

A bulletin sent to dealers instructed retailers to offer incentives of up to $9,500 in August on the G580 with EQ technology. That’s $2,000 more than the $7,500 that was already on the table last month, and more than BYD charges for an entire Seagull EV in China. There are also deals to be had on the monthly G580 lease costs themselves in the form of promotional lease rates that bring the APR down to 4.3 percent.

Related: BMW Is Planning A Rugged G-Class Rival That May Kill The XM

CarsDirect suggests Mercedes is pushing out the deals to make hay before EV tax credits disappear in September, hoping to attract customers keen to secure a saving before the credits window closes. Although the G580 EQ wouldn’t qualify for the federal rebate (or the Mercedes incentive), if you were buying it outright, due to the combination of its high purchase price and foreign origin, those obstructions are removed if you lease it.

An almost five-figure discount would be game-changing on an ordinary car, but in this case we are talking about a $162,650 SUV. And more specifically, one that costs $13,000 more than the gas-powered G550 many people would prefer to drive, but unfortunately doesn’t qualify for the incentives. The $187,250 G63 AMG, the one almost everyone would – finances allowing – pick first, doesn’t qualify either.

The G580 EQ looks just as cool as a combustion G-Class and can do showboating tank turns, but it’s seriously compromised as an EV by its mammoth 6,800 lbs (3,085 kg) bulk and brick-like shape. Despite a huge 116 kWh battery, the 579 hp (588 PS / 432 kW) EQ has an EPA-rated range of only 239 miles (385 km), though reports claim a new battery coming in 2026 could add at least 100 miles (160 km) to that number.

However, if you can live with that drawback, have deep pockets, and don’t want to wait a year, now is a good time to jump in. CarsDirect says you can get into a G580 EQ for 36 months and 36,000 miles (58,000 km) for $1,869 per month, which works out at a true $2,275 once you’ve accounted for the $14,613 due at signing.

In the USA, electric vehicle sales are suffering some major hurdles. Tariffs, dying incentives, and preconceptions contribute to a reduction in sales momentum. Despite all that, overall EV sales have increased compared to 2024. In fact, the latest data suggests that EVs are getting more popular not just in America but in most other major markets around the world.

RHO Motion specializes in EV supply chain research and insights and sales data are a key factor in its business. After studying the first seven months, it says the entire globe is buying electric vehicles at a higher rate than last year. That rate isn’t a measly basis point or two either – sales are up globally by 27 percent year over year.

EV Sales Jan-Jul 2025 vs 2024

• Global: 10.7 million, +27%
• China: 6.5 million, +29%
• Europe: 2.3 million, +30%
• North America: 1.0 million, +2%
• Rest of World: 0.9 million, +42%

In total, 10.7 million EVs have been sold, the vast majority of which, specifically 6.5 million, in China. While that market is up 29 percent on its own, European EV sales are up 30 percent (2.3 M) over the same seven months in 2024. The “Rest of World” saw sales increase 42 percent up to 0.9 million. Notably, North America saw the least amount of growth (2 percent) with just 1 million sales.

More: Gas Cars Are Saving Kia From A Full-Blown Electric Sales Disaster

Of the slower uptake west of the Atlantic, RHO Motion says that “North America’s growth has been muted so far in 2025, with the US facing policy headwinds and Canada seeing a slowdown. We expect a short-term lift in US demand ahead of the IRA consumer tax credit deadline in September, followed by a likely dip. Despite regional variations, the overall trajectory for EV adoption in 2025 remains strongly upward.”

Notably, that growth is seeing some signs of slowing. China’s sales rate fell 13 percent from June to July. It’s unclear how much of that is tied to suspect subsidy programs. Overall, it appears that every market outside of the USA is embracing EVs and hybrid technology. Whether or not that affects the U.S. auto industry is something we won’t know for quite a while.

Credit: RHO Motion

Touch-sensitive steering wheel buttons seemed futuristic when Volkswagen introduced them, but they’ve sparked more frustration than admiration. Now, according to a new class action lawsuit in the US, these capacitive controls may not just be inconvenient – they could pose a genuine safety risk.

Read: VW Getting Rid Of Dreaded Touch-Sensitive Controls On Steering Wheels

A few years back, Volkswagen admitted that touch-sensitive steering wheel buttons were a misstep and pledged to return to physical switches in future models. That decision, however, does little for current owners still stuck with controls that the common consensus is that they are far too finicky.

According to the lawsuit, these overly sensitive controls mean it’s possible to automatically engage the Adaptive Cruise Control with a “mere light brush of the hand,” potentially putting drivers in dangerous situations.

Focus on the ID.4

The case is focused on VW ID.4 models equipped with these capacitive buttons and names two plaintiffs who are reportedly now “terrified and hesitant” to drive their vehicles. The class action also alleges that VW has failed to disclose the alleged defect, nor has it offered its customers suitable repairs or replacements free of charge, or even offered to reimburse its customers.

It’s also been alleged that VW has known about the problem because of customer complaints, internal records, and information sent from dealers.

The plaintiffs involved assert that Volkswagen is guilty of common law fraud by omission, alongside breach of express and implied warranty and unjust enrichment. The lawsuit has been filed in a New Jersey federal court and also asserts that the company has violated consumer protection laws in Connecticut and Massachusetts.

While it’s been almost three years since VW said it’d ditch its capacitive steering wheel controls, we will have to wait until the launch of the all-electric ID.2all before physical steering wheel buttons make a return. As such, it’ll likely take the German brand several years to completely phase out the haptic switches from the rest of its model range.

The big news from Ford the past week was the announcement of the $30k electric pickup arriving in 2027, an EV that’s just the first of many coming in the next five years. But its engineers say the really big story is how they ripped up the rulebook on building EVs to come up with a production process that will leave rivals, and especially newcomers in the industry, floundering in its wake.

“I don’t think many legacy car manufacturers could pull off a project like this,” said Doug Field, Ford’s Chief EV, Digital and Design Officer. “And I don’t believe new electric vehicle startups will be able to keep up with our Ford engineers and manufacturing teams making this a reality.”

Related: Mustang Mach-E Appears Unable To Stop Before Violent Crash In Viral Clip

Ford’s Universal Electric Vehicle Platform was conceived by a small skunkworks team headed by former Tesla engineer Alan Clarke, who worked in near secrecy in California with a bunch of brains recruited from inside and outside of the automaker’s ranks.

The architecture the team created broke from Ford tradition in key ways. One is the use of unicasting, where large one-piece aluminum castings replace multiple welded panels on a current Ford vehicle. This technology – also being used or developed by other brands, including Tesla and Toyota – allowed the team to eliminate three-quarters of the parts, two-thirds of the welds, and half of the fasteners versus a traditional pickup. Another big leap that saves both time and weight is the removal of almost a mile (1.6 km) of wiring versus an older of Blue Oval’s EV.

Ford

But equally important is how these new-generation EVs will be produced inside Ford plants. Henry Ford is credited with revolutionizing the car industry by introducing a moving production line that ramped up efficiency and drove down cost. Now, though, the company is moving away from the idea of a single production line to what it calls a production tree.

Instead of vehicles moving down one track, they’ll start off on three parallel lines, one building the front, one the rear and the other the structural battery core. When each sub-section is complete the three lines converge and the EV is finished off, having spent far less time in build than a conventional car. Ford says these combined efficiencies – the platform and the production process – will help it compete with Chinese automakers.

“The Model T was affordable not because it was a thrifted version of other cars, but because brilliant minds took fundamentally new approaches to old problems,” said Doug Field. “That’s exactly what we set out to do in creating the Ford Universal Electric Vehicle Platform.”

Ford says the 2027 mid-size electric truck will be as quick as an Ecoboost Mustang and as roomy as a Toyota RAV4. It also promised a five-year cost of ownership that will be “lower than buying a three-year-old Tesla Model Y.” Images shown at the pickup’s announcement revealed the same platform could be used to create a diverse range of other vehicles from a two-door panel van to a three row SUV.

In small town Washington — where hydropower is plentiful — data centers are creating jobs and funding amenities. But water and energy aren't unlimited — and some worry about long-term sustainability.

(Image credit: Megan Farmer)

The Dodge Charger Daytona hasn’t exactly had the greatest start to life. Early reviews were critical of its driving dynamics, the base price isn’t exactly competitive when performance is factored in, and it started out as a two-door only, which limits its target demographic. Now, at least one dealer might have a way to interest more buyers, and it’s a lease that’ll cost less per month than the average American spends on coffee.

More: You Can Now Lease A Nissan Ariya For Less Than A Leaf S

Elk Grove Dodge Chrysler Jeep Ram is in the midst of what it’s calling a back-to-school sale. It’s offering low APR, thousands of dollars off some models, and one particularly wild-sounding lease deal. That deal is on the aforementioned Charger Daytona, and it reportedly costs just $49.99 a month for buyers who qualify. Since there’s no such thing as a free lunch, though, the list of requirements is where things start to get complicated.

Credit and Rebates

First and foremost, the customer must have the right credit score. Specifically, they have to qualify for tier 1 approval. Typically, that’s a credit score of 750 or higher. On top of that, they have to qualify for five different rebates. The biggest one, the federal EV tax credit of $7,500, is one that lots of people will be eligible for. The others, though, aren’t as simple.

A $1,000 rebate for “lease bonus cash” is only available to customers currently leasing another car. An even larger $4,000 rebate is for “West BC SFS Lease Bonus Cash.” In other words, one has to live in the Western Business Center of Stellantis and finance the loan through it. A further $2,000 rebate is only available to friends and family of Stellantis workers. Finally, a $500 rebate kicks in for first responders or military members.

The $5,000 Fine Print

Provided that all of that checks out, the $49.99 is still on the table, but from what we’re hearing, the fine print makes the deal look a little less sweet. Evidently, buyers need to put at least $5,000 down to get it, which effectively makes the monthly payment closer to $200 over the course of 24 months. Even so, that’s not a bad deal.

What complicates things is that the dealership hasn’t disclosed the mileage allowance, which could mean that it’s set low enough to keep costs down. For anyone driving more than a short commute, the overage penalties could may erase any perceived savings.

So while $49.99 a month makes for an eye-catching headline, the layers of conditions, hefty down payment, and probable mileage cap make it a deal that looks far better on paper than in practice. Elk Grove may draw attention with the figure, but once the fine print is accounted for, most shoppers will recognize it as little more than a flashy number that doesn’t match the reality of driving the car.

All things considered, would this deal be enough to get you into a new Dodge Charger Daytona? Let us know in the comments below.

Carscoops reached out to Elk Grove for further details and will update this piece if we hear back. 

Volvo has adjusted course on its electrification strategy, choosing not to go EV-only but instead continuing to offer updated versions of its combustion-powered models alongside their electric counterparts. The first to illustrate this dual-track approach is the 90 series, where the facelifted XC90 joins the all-new EX90. At a recent local test drive event, we had the chance to experience both SUVs side by side, taking each for a spin to see how they compare.

The EX90 was originally introduced in late 2022, but production didn’t start until mid-2024 due to supply issues and lingering software bugs. On the other hand, the second-generation XC90, originally debuted in 2014, received a mild refresh in 2019, and has just been treated to a more thorough update in 2024.

More: Volvo’s Reborn XC70 Is For The EV Skeptics

The two Swedish SUVs have similar footprints with three rows of seats. However, they ride on different underpinnings, as the XC90 retains the original SPA (Scalable Product Architecture) platform, while the EX90 utilizes the much newer SPA 2 architecture. More importantly, the XC90 offers mild-hybrid and plug-in hybrid powertrain options, while the EX90 is exclusively available in fully electric form.

QUICK SPECS

With the specifications laid out, the question becomes how these SUVs measure up in design, cabin quality, and on-road character.

Mirror, Mirror on the Wall, Who’s the Fairest of Them All?

Both models cut an imposing figure on the road, though the EX90 stretches a little longer with its extended rear overhang. The XC90’s 2024 facelift, particularly its redesigned front fascia, succeeds in giving the veteran SUV a fresher appearance without altering the bulk of its bodywork.

The XC90’s grille features a distinctive pattern that immediately sets it apart from the EX90’s minimalist, closed-off face. I personally prefer the look of the XC90’s slimmer LED headlights with Thor’s hammer graphics over the EX90’s pixel-style DRLs with the overly complex split-opening theatrics. As for the faux side intakes of the XC90, in my opinion it wouldn’t hurt if they were smaller as they serve no real purpose.

More: Volvo ES90 Takes On BMW i5 With More Style And Range

From the side, the EX90 asserts its modernity with a clamshell hood, sharper dynamic lines, and flared fenders that integrate more seamlessly into the body. The same applies to the futuristic design of the 22-inch wheels that edge out the classy but conservative looks of the XC90’s 21-inch alloys.

The rear end is probably the weakest point of the XC90, with the EX90 looking one generation ahead. Don’t get me wrong – I always liked the aristocratic elegance of the big ICE-powered Volvo SUV but its tail has remained the same over the past decade and it can no longer hide its age. Having said that, I’m not a huge fan of the split taillight arrangement of the EX90 with extra LEDs flanking the rear glass.

Minimalism Over Perceived Quality

Moving inside, the EX90 bets on minimalism, while the XC90 does a better job in the perceived quality with bigger chunks of fabric and wood inserts on the dashboard. The floating center console of the EV has more space for storage and a cool little case for the key, but I still prefer the more traditional setup of the XC90 with the crystal-like shifter.

In terms of tech, the XC90 has recently gained a 11.2 inch infotainment display and a 12.3-inch digital instrument cluster. The EX90 has a bigger and more commanding 14.5-inch touchscreen that’s joined by a smaller but easier to read 9-inch instrument cluster.

More: This New Seatbelt Reacts To Your Body Before A Crash Even Happens

The Google-powered infotainment software with crisp graphics is shared between the two, although the absence of physical buttons and shortcuts is a bit more frustrating in the EV. Overall, I didn’t like the fact I was several clicks away from accessing the selectable driving modes, but at least the climate controls are always visible on the lower end of the screen.

Predictably, the cabins of the SUVs feel similarly spacious. According to the spec sheets, the XC90 has slightly less headroom than the EX90, although it does have a touch of extra hip room on the third row. The boot is nearly identical, with 662 lt (23.4 cubic feet) for the EX90 and 668 lt (23.6 cubic feet) for the XC90 (both measured with the third-row seats folded). The seats are superb in both models, offering great levels of comfort and support for various body types.

Staying loyal to Volvo’s safety fixation (and reputation), both models come with sophisticated ADAS suites and a limited top speed of 180 km/h (112 mph). However, only the EX90 has a roof-mounted LiDAR, with the XC90 still relying on radar and camera sensors.

The Driving Experience is the Decisive Factor

My drive started with the XC90, as I wanted to see if it would still impress me as much as its predecessor did when I first drove it many years ago. It most certainly did. The ride is smooth, the cabin is serene, and it still feels like an excellent long-distance cruiser.

Predictably, the XC90 still feels like a big and heavy SUV when you push it in the corners, with a healthy amount of body roll despite the efforts of the self-leveling air suspension. With a combined output of 449 hp (335 kW / 455 PS) from its plug-in hybrid powertrain, the SUV is no slouch, but it’s clearly more geared towards comfort than outright performance.

More: Volvo Doesn’t Need Wagons Anymore, Says SUVs Are The Future

The EX90, on the other hand, feels like a step into the future. You immediately feel the difference the newer chassis makes in ride quality, combined with the more sophisticated dual-chamber air suspension. In Comfort mode, it glides over bumps, while Performance mode tightens it up reducing body roll. Furthermore, the steering of the EV feels quicker and more direct, doing a better job in disguising its heavyweight nature.

The EX90 we drove came fitted with the Performance powertrain which is a $5,000 option in the US. This dials up the combined output of the dual electric motors to 510 hp (380 kW / 517 PS) from the standard 397 hp (296 kW / 402 PS). Overall, the half-second advantage over the PHEV in the 0-100 km/h (0-62 mph) sprint might not sound that big on paper, but the instant torque delivery and overall responsiveness make the EV feel significantly quicker on the road.

Final Thoughts

After spending a limited amount of time with Volvo’s two flagship SUVs, I reached two clear conclusions. The facelifted XC90 remains a strong contender in the segment, with welcome improvements in the design and ride quality. However, when driven back-to-back with the fully electric EX90, it’s clear the latter takes the lead in performance, comfort, and driving dynamics. Volvo was right to keep the ICE-powered XC90 in the lineup with thoughtful updates, but for those open to an electric-only option, the newer EX90 makes the more compelling case – even with a higher price tag.

Photos: Thanos Pappas for CarScoops

If you thought subscription fatigue was already creeping into your streaming accounts, Volkswagen is happy to add some more to your car. Over in the UK, entry-level ID.3 Pure models, listed as having 168 hp (170 kW) on VW’s configurator, actually have just 148 hp (110 kW) unless buyers pay an extra fee. Yes, Volkswagen is charging customers more to give the power their cars already have.

More: Rivian Software Boss Says Google Cast In, Buttons Out, Open To Range And Power Boost Subscriptions

As far as subscriptions go, this one is somewhat baffling. 20 horsepower and 33 lb-ft isn’t all that much to write home about. It’s such a small boost in power that Volkswagen says it won’t affect the overall range of the ID.3 at all.

The Cost of Extra Power

British drivers can cough up £16.50 (equal to $22.50 at current exchange rates) per month for the upgrade, almost three times the price of a basic Netflix subscription, or £165 ($225) per year. If you want to skip the monthly hassle, VW also offers a one-time “lifetime” payment of £649 ($878). It’s unclear whether that’s tied to the car or your user account, but either way, it’s a lot of cash for a modest performance bump.

According to AutoExpress, the added power won’t affect insurance rates. That’s great and all, but it’s because the ID.3 is rated at 168 hp from the factory, even if you’re driving around without the upgrade and, thus, with 20 fewer ponies. Only time will tell whether or not owners figure out how to hack this system – and if they do, whether this voids Volkswagen’s warranty or not.

Volkswagen’s Defense

On its part, Volkswagen compared this approach to traditional engine lineups, where the same displacement could be offered in multiple states of tune at different price points. In a statement to the magazine, the company said:

“Offering more power to customers is nothing new… These traditionally are higher up in the product range, with more specification and a higher list price. If customers wish to have an even sportier driving experience, they now have an option to do so, within the life of the vehicle, rather than committing from the outset with a higher initial purchase price. The car is presented on the configurator with [201bhp], with the option made very clear to customers.”

Subscriptions, Subscriptions Everywhere

Obviously, the VW ID.3 is far from the only one playing the subscription game. This isn’t even the only subscription available from the German brand. It’ll also sell customers ambient lighting, navigation, voice control, and even heated seats via subscription

And it’s hardly alone. BMW, Mercedes, and Tesla all offer similar unlocks, though when it comes to performance, most rivals deliver more value per dollar.

Ford offers 100 lb-ft (135 Nm) of torque for $995, Polestar 68 more horsepower for $1,195, and Mercedes 60-110 hp for $1,200. Even gas-burning tunes from the factory offer more power per dollar than Volkswagen for doing little more than changing some code. Call me cynical, but that’s not shocking from what seems like the world’s least passionate automaker. 

Giant dams built to conserve the Colorado River have nearly wiped out nearby native cottonwood trees, causing big ecosystem disruption. Tiny dams built to mimic those built by beavers could bring them back.

The first day of the new school year near Austin, Texas, started in a way no transportation professional or school official would ever want. Thankfully, everyone involved in the rollover crash on their way home have since been released from the hospital.

Austin-Travis County Emergency Medical Services confirmed a school bus rollover involving Leander Independent School District occurred Aug. 13 at 3:15 p.m. The school bus, which primarily transports students to and from Bagdad Elementary School, was transporting 42 children, leaving 12 needing transport to the hospital, including the school bus driver.

At the time of the crash, most students had not yet been dropped off.

The National Transportation Safety Board announced the day following the crash it is coordinating with the Texas Department of Public Safety on a safety investigation.

Sgt. Billy Ray, the public information officer for Texas DPS, noted the preliminary crash investigation indicates the school bus was traveling south on Nameless Road, which includes a slight curve. For an unknown reason as of this report, the school bus left the right side of the roadway and rolled over.

Medical services noted that one passenger suffered life-threatening injuries, two had potentially life-threatening injuries. However, everyone has since been released from the hospital.

The 2024 Blue Bird school bus was equipped with lap/shoulder seatbelts, per state law. The state requires model-year 2018 or newer school buses to be equipped with the three-point seatbelts. School districts can opt out if the board determines that the cost exceeds the district’s budget and votes on it during a public meeting.

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Information on whether students were wearing their lap/shoulder seatbelts was unknown at this time. But state law says students are required to wear the occupant restraints if the school bus is equipped with them.

Leander ISD Superintendent Bruce Gearing noted that information on the school bus driver was limited, but they are a “seasoned veteran bus driver.”

Gearing added that in addition to the deadly Central Texas floods last month, the Leander ISD family has been through a lot. “This tragedy is breaking our hearts,” he said. “We want each of the students and their families to know that our prayers are with them. Our thoughts are with them. And we will do everything in our power to support them.”

The post NTSB Investigating Texas School Bus Crash appeared first on School Transportation News.