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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Related: Florida School Bus Aide Arrested on Child Abuse Charge
Related: Idaho Bus Driver Arrested for Child Endangerment, Animal Neglect
Related: South Carolina School Bus Driver Arrested, Charged with Solicitation of a Minor
Related: Florida School Bus Aide Accused of Child Abuse in Ongoing Beating

The post Connecticut School Bus Driver Charged After Alleged Failure to Stop Assaults appeared first on School Transportation News.

Student support was the name of the game in a Thursday webinar featuring two leaders with copious transportation director experience.

Viewing Transportation Through an Attendance Lens

Greg Jackson served as the executive director of transportation and fleet services for Jefferson County School District in Colorado for a decade and was named the 2019 Transportation Director of the Year by School Transportation News.

In his current role as general manager of busing services for webinar sponsor EverDriven, he reviewed trends in jobs, housing and family schedules that have resulted in districts becoming more focused on consistent transportation for student access to education.

“Consistency builds routine and routine builds attendance,” he said.

Transportation departments are also expected to be more flexible with fewer resources these days, pointed out Jim Ellis, director of pupil transportation for Virginia’s Henrico County Public Schools and a past-president of the North Carolina Pupil Transportation Association. He reminded listeners that reliability matters, but rolling with the punches is also non-negotiable.

Ellis agreed that transportation stability is especially important for medically fragile students and those who qualify under the McKinney-Vento Homeless Assistance Act.

Involving Transportation Earlier in Student-Level Decisions

Jackson noted that longstanding processes may overlook or exclude transportation staff from key conversations, so directors must step up to secure a seat at the table and be a part of the decision-making process. He encouraged transportation directors to see themselves as the administrators they are.

When it comes to multi-modal solutions, Ellis concurred with Courtney Pallotta, EverDriven’s chief marketing officer, that it’s important to take the time to create the right solution for each particular student.

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Related: Detroit Public Schools Shares Chronic Absenteeism Solutions
Related: TD Summit Attendees Discuss Student Absenteeism, Transportation’s Role
Related: Communication ‘Magic Words,’ Teamwork Tips Shared at Transportation Director Summit
Related: Legal Keynote Opens Attendees’ Eyes to Federal Special Needs Transportation Laws

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Strengthening Governance & Cross-Team Communication

Disconnect often occurs when different departments act on their own timelines or pertinent details are left out of notifications, Jackson said. Having aligned teams means less escalation to the superintendent and more focus on students rather than communication snafus, he explained.

“There’s so much in this life where the challenge is in the detail,” Pallotta agreed. “You cannot be clear enough about who’s doing what, especially in busy teams where volatility and change are the norm.”

Ellis added, “If we don’t get together on who manages what, we’re going to be chasing our tails.”

He advised having clear assignments on each aspect of a child’s school experience so transportation can be made available and utilized appropriately. This is especially important when contractors are involved, he added.

Putting It All into Practice

Simply adding a new technology system, that multiple staff members will need to be trained on, isn’t always the answer, Jackson warned. Instead, he said, improving small habits results in significant progress.

Budget constraints, Ellis stressed, must be communicated so all involved parties know what resources are available and what solutions are realistic. It’s not helpful when the IEP, McKinney-Vento and transportation teams are siloed. He further noted that being fully staffed with drivers means not having much wiggle room in the budget.

Alignment among all departments results in less chaos and a better experience for the families the school district serves, Jackson underscored.

Ellis encouraged the audience to look at transportation as more than a ride to school and as a crucial part of the education process. “Our families want transportation they can count on,” he summarized.

Jackson and Pallotta noted that EverDriven as a transportation network company looks to assist districts with reducing absenteeism and securing Medicaid reimbursement.

Watch the webinar on demand. 

The post Webinar Gives Student-Centric Transportation Strategies to Reduce Absenteeism appeared first on School Transportation News.

Product purchasing often raises many questions and anxiety for school districts, but Veronica’s district was an exception. As a transportation director, she recently gained approval to purchase new fleet surveillance cameras. Instead of preparing and distributing an RFP, she chose a far simpler approach: buying through a co-op.

“I reached out to my REI salesperson, and she sent me a quote. I then sent it to my supervisor, Tom. He, along with our school board, approved it and we bought the cameras. That’s how simple it was. Working through co-ops, it’s so easy to make purchases,” states Veronica.

Purchasing through co-ops can benefit your operation as well. Here are five ways joining a co-op can transform how you acquire fleet solutions:

1. Bypass lengthy RFPs.

Preparing a Request for Proposal (RFP) requires significant time, coordination and administrative effort. By purchasing through a co-op, districts can rely on contracts that have already been competitively solicited. This eliminates the need to develop and manage your own RFPs yet still meet procurement requirements. The result: less administrative burden and a faster path to securing the fleet solutions you need.

Veronica recalls, “The bidding process is long, tedious and involves a lot of paperwork. When I worked at another district, we had to publish bids in the newspaper for 30 days. Vendors would submit bids, and we had to conduct a formal bid opening. It was a big undertaking.”

2. Access competitive, pre-negotiated pricing.

Cooperatives solicit contracts and negotiate pricing with multiple vendors on behalf of their members. Districts then have access to pricing that has already been evaluated for competitiveness. The approach helps you maximize budgets while reducing the time and effort required to conduct independent negotiations.

3. Accelerate procurement timelines.

Because contracts are already in place, districts can move forward with purchases immediately, instead of waiting for a full bid cycle. The faster turnaround allows you to get the needed equipment in place sooner.

According to Veronica, “I got thousands of dollars’ worth of cameras, and I don’t think I would have received them as quickly through a traditional bidding process. It probably would have taken 60 to 100 days. In this case, it took about a month from quote to shipping, and I had them within 30 days.”

4. Strengthen audit documentation and readiness.

Many cooperatives maintain detailed documentation and can provide supporting records if questions arise during an audit. This helps districts prove compliance and simplifies internal reporting.

“If anything were to come back, [the co-op] will step in and give you everything that you need and help you,” Veronica explains. “It makes purchasing easier and helps make the audit process quicker.”

5. Focus on best-fit solutions, not lowest price.

Traditional bidding processes often require districts to select the lowest bidders, which may limit flexibility. Cooperative contracts are awarded based on a combination of factors such as pricing, qualifications, service and product quality. In the end, co-op purchasing enables you to select solutions that best support your operational goals.

As Veronica notes, “Sometimes vendors undercut each other just to win the bid, and you don’t always get what you really need. Cooperative contracts help ensure the vendor and solution are the right fit.”

If you’re not a co-op member, join one or more today. Collaborate with your purchasing decision-makers. Conduct research, then decide which co-op(s) offer the products and solutions that align with your goals.

“Most co-ops are pretty easy to join. Typically, you just need to fill out an application. You don’t want to pay an application fee or anything like that. Fill out an application to become a member of their co-op purchasing and get approved that way,” advises Veronica.

She concludes, “In the long run, [REI] is doing the work for us, which is always good because we already have enough work to do.”

Four nationally recognized co-op purchasing programs list REI. Interested in joining? We have contact information. Call 800.228.9275, send us a message or get in touch with your sales rep for details. Let us help you simplify purchasing.

The post 5 Ways Purchasing Co-Ops Can Benefit Operations appeared first on School Transportation News.

LOS ANGELES, Calif. —HopSkipDrive, a leading technology company partnering with
school districts to get kids to school more quickly, safely, and easily than anyone else, today announced advancements to its “on-time engine” designed to simplify the school day. By blending nearly a decade of Google Maps integration with real-world operational data, HopSkipDrive has achieved a meaningful reduction in lateness and early arrivals, ensuring students spend more time in the classroom and less time in transit.

While standard navigation gets a driver to a street address, student transportation requires navigating the “Timing Gap”—the complex minutes spent inside school loops and pickup lanes. For the students who are not a fit for the traditional bus, including those in foster care or with specialized IEP needs, this transition is critical; these riders often rely more heavily on a consistent and safe experience to start their school day successfully.

“We know that transportation directors spend 95% of their time solving for the last 5% of their students, the McKinney-Vento and IEP riders who require the most care. Five minutes can be the difference between a student receiving their morning meal or missing their first class,” said Corey McMahon, Chief Product and Technology Officer at HopSkipDrive.”We pair over a decade of operational data with purpose-built technology to deliver the exact precision needed to consistently improve on-time arrivals.”

Innovation Through Direct Accountability Coupled With Advanced Technology HopSkipDrive is able to make these advancements because of how it leverages data and technology and its direct driver relationship model. The company doesn’t subcontract to unknown third-party providers, giving HopSkipDrive the direct visibility needed to constantly improve the in-ride experiences, making it possible to provide a higher level of care and consistency. Specifically, three core innovations have helped accelerate the company’s work to improve timeliness:

● Predictive “Procedure Time”: By applying over 10 years of data to create and refine predictive models for unique cases, HopSkipDrive can more accurately predict the time it takes for students to safely and comfortably enter or exit a vehicle, ensuring they are supported without feeling rushed.

● Enhanced CareDriver Instructions: By improving the quality of pickup notes for complex school layouts, HopSkipDrive has doubled the quality scores of driver instructions, leading to smoother handoffs and fewer delays.

● Verified Location Pins: Navigation goes beyond the front office to provide precise map pins for the specific door or lane where a student is waiting, ending pickup confusion for good.

Real-Time Visibility for School Staff
To ensure these improvements translate into smoother school days, HopSkipDrive provides total transparency through a connected suite of tools designed for every stakeholder. By surfacing real-time data across RideIQ for administrators, Daily Queue for school staff, and the HopSkipDrive App for parents and caregivers, we provide real-time certainty into a student’s journey. This connected system is designed to eliminate the “game of telephone” and ensure that every student is safe and accounted for.

This ecosystem is backed by the Safe Ride Support team—in-house specialists who serve as “human-eyes-on-every-ride”. This proactive monitoring ensures that potential hurdles are identified and solved before they ever result in a phone call to the transportation office.

“Daily Queue has allowed me to fully focus on my role as a ride organizer by saving me valuable time,” said Marcy P., Director of Transportation at Littleton Public Schools.”Allowing on-site staff to see live ride data means they can effectively track rides, leading to better hand-offs and coordinating smoothly with CareDrivers.”

A Proven Standard of Safety for Better Student Outcomes Consistent, on-time transportation is critical for student well-being, and HopSkipDrive views timeliness as a fundamental safety requirement. By ensuring students arrive on time and ready to learn, HopSkipDrive helps districts reduce chronic absenteeism for vulnerable populations who might otherwise needlessly miss school due to transportation gaps.

“Our model is built on prevention, not reaction,” added McMahon.”By removing the middleman, we prevent the communication breakdowns that cause delays. This ensures district budgets go directly toward a reliable student experience and driver quality, protecting both learning time and the district’s bottom line.”

About HopSkipDrive:
HopSkipDrive is a leading technology company partnering with school districts to get kids to school more quickly, safely, and easily than anyone else. The company is modernizing the $30 billion school transportation industry through two core solutions: a care-centered transportation marketplace and an 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 13,500 schools across 21 states, with nearly 1,300 school districts, government agencies, and nonprofit partners. More than five 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 Protects Student Learning Time by Solving the Transportation “Timing Gap” appeared first on School Transportation News.

Slate Auto is only a few months away from what could become the most consequential moment in its brief existence. It will soon tell the world exactly how much its trucklet will cost. We already know it is targeting the “mid-$20,000 range,” but whether or not that’ll be cheap enough for widespread adoption is an open question.

This week, the startup teased on social media that final pricing for its two-door EV will arrive in late June. In the video, CEO Chris Barman reiterates that the base “Blank Slate” model is still expected to land in the mid-$20,000 bracket.

More: Slate Still Doesn’t Know What Its EV Truck Will Actually Cost

“We’ve been working tirelessly to get the lowest price possible,” Barman said. “While we’re not pencils down just yet, we’re wrapping negotiations on final parts with suppliers. We’re on track to share new info on the price in June. We think it’ll be worth the wait.”

Obviously, the mid-$20,000 range is a break from Slate’s initial promise of a truck that starts under $20,000. That said, its initial promise relied heavily on the now-defunct $7,500 federal EV tax credit. Without it, breaking that price barrier was always going to be a stretch given material costs and industry margins. The updated estimate sounds a lot more realistic, but also far less revolutionary.

The Reality Ahead

Let’s say that the trucklet launches with relatively approachable MSRP. Slate will still need to nail the details. Execution at the manufacturing, service support, parts supply, and consumer education level will be paramount. Other startup automakers have failed on fewer issues.

Then, there’s the competition. We’ve pointed out just how unattractive a $25,000-$28,000 Slate might appear next to something like the Ford Maverick. That isn’t the only compact truck in the market and the Blue Oval brand is already working on an electric version of its own, which it promises to start from $30,000.

And while we’re still light on specifics, it is hard to imagine Ford delivering something as unapologetically stripped back as the Slate, which famously does without even basic features like integrated speakers and power windows.

That all said, a small, affordable, modular EV with tons of personality might just manage to escape the fray. Production is supposed to begin by the end of the year in Indiana.

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The automotive industry never slows down, and EV brands feel that pressure more than most. Lucid is responding to the market and to its own position by cutting 12 percent of its workforce. The move comes as it attempts to tighten spending and move closer to profitability as it ramps up Gravity production.

The layoffs were confirmed to Bloomberg in an emailed statement, following the leak of an internal memo from interim CEO Marc Winterhoff that circulated within the company and was seen by Techcrunch.

In the memo, Lucid addresses the cuts head on. “Saying goodbye to colleagues is never easy,” Winterhoff wrote. “We are grateful for the contributions of those impacted by today’s actions, and we are providing severance, bonus, continued health benefits, and transition support to help them through this period.”

More: Lucid Built Its First $50K Midsize EV Prototypes, But Still Hasn’t Shown A Single One

Bloomberg reports that the majority of workers affected are salaried and corporate roles. Hourly workers tied directly to manufacturing, logistics, and quality operations at Lucid’s Arizona facility are not expected to be part of this reduction. That’s not all that shocking, given the brand’s need to ramp up production of the Gravity SUV and continue development of its Midsize platform.

“Importantly, today’s actions do not affect our strategy,” Winterhoff wrote. “Our core priorities remain unchanged, and we continue to focus on the start of production of our Midsize platform. With disciplined execution, we are also focused on further expansion into the robotaxi market, continued ADAS and software development, and growth in sales of Lucid Gravity and Air across existing and new geographies.”

A Murky Future

Right now, Lucid’s momentum is almost entirely pinned on the Gravity SUV. It undoubtedly broadens appeal beyond the ultra-luxury Air sedan expanding its reach to a more popular segment. That said, it’s not exactly what most buyers would consider mainstream or affordable.

That’s why the Midsize platform is so key to Lucid’s future. Tesla’s Model 3 and Model Y turned a niche player into a volume powerhouse, and Lucid is hoping for a similar inflection point.

Rivian is following a similar playbook with the R2. By the end of the year, we should have a clearer picture of who is getting closer to that goal. In a cooling US EV market, profitability is no longer a nice to have. It is the whole game.

Sales of the Mercedes-Benz G-Class surged 23 percent last year to a record 49,700 vehicles. Not bad for a machine that still drives like it could climb a mountain on the school run. Now, those who can’t get enough of the G-Wagen will soon have another compelling, albeit smaller, option.

Read: Mercedes Wants This Baby G-Wagen To Win Buyers The Big One Never Could

The so-called ‘Little G’ is on the way, promising all the boxy attitude of the full-size model in a tighter, more affordable package. Positioned beneath the full-size model, the Little G marks Mercedes’ first serious attempt to stretch the G-Class name beyond a single model line.

A Compact G Takes Shape

Baldauf

Also known as the mini G and baby G, this new addition to the Mercedes-Benz line-up should have enthusiasts paying close attention. It’s expected to rival the smaller Defender currently in development at Jaguar Land Rover. For now, it’s confirmed to launch as an all-electric model, while a combustion-powered version remains possible in the future.

The latest round of spyshots of the Little G shows the model testing in the depths of the European winter. While this prototype is still under heavy camouflage and some body cladding, there’s no hiding the overall shape. It looks just like a G-Class should, just scaled to about 70 percent and softened slightly around the edges.

Baldauf

Found at the front are the circular headlights you’d expect, with outer rings that serve as the turn signals. It also has blocky front quarter panels and a remarkably flat hood. This particular prototype can also be seen on a set of mismatched wheels and with a pair of roof rails. Although future powertrain options have not been detailed, this prototype is clearly an EV, as evidenced by the lack of exhaust.

Like the larger G 580 with EQ Technology, the test cars appear to retain signature details such as a side-hinged rear door and an external spare wheel cover. On the electric version, that rear-mounted housing is expected to double as storage for charging cables, echoing the setup already offered on the full-size EV.

Bespoke Bones Beneath The Boxy Body

Underpinning the new model will be a bespoke chassis. According to the former chief technology officer of Mercedes, Markus Schäfer, the Little G will have a “miniature ladder-frame chassis,” adding that it will have similar qualities “when it comes to suspension and wheel size,” to the larger model.

EV Rollout Plan

Mercedes is set to launch the baby G as a fully electric SUV. Exact battery sizes and motor outputs are still under wraps, but expect it to borrow heavily from the tech already rolling out in Merc’s newer EVs, including the GLA and GLC electric models.

What it won’t get, according to Schäfer, is a range-extender setup. Smaller and mid-size Mercedes models are steering clear of that halfway-house solution, which means the Little G should stick with proper, full battery-electric hardware.

As for combustion power, nothing is confirmed. Mercedes hasn’t shut the door on it, but it hasn’t opened it either. If an ICE version does materialize, it’ll likely depend on the market. For now, the company is keeping its options open.

Baldauf

Like many other EV makers, Polestar has largely followed Tesla down the minimalist route, filling its cabins with screens, clean surfaces, and very few physical controls in models such as the Polestar 4 and 5. That approach is now set to change.

The company has confirmed it will begin reintroducing more physical switches inside its cars, a move that will likely be welcomed by drivers who prefer not to hunt through menus to adjust basic functions.

Review: We Drove The Polestar 4 And It Wants To Change Your Mind On EVs

Take the Polestar 4 as it stands today. Physical controls are limited to the steering wheel, the seat adjustments, the stalks, plus a Play and Pause button and a volume dial on the center console. Beyond that, nearly everything lives inside the touchscreen.

To its credit, Polestar never removed every physical button. Still, the cabins can feel pared back to the point of austerity. Speaking to InsideEVs while previewing upcoming models, Polestar head of design Philipp Römers confirmed that more buttons are on the way, though he stopped short of detailing which functions will regain dedicated controls.

More Color And Customization On The Way

Römers added that Polestar plans to add more interior color options, noting that its customers are on average roughly 10 years younger than those of Audi, Mercedes, and BMW. Improvements will also be made to the Android Automotive-based infotainment system, and it will soon offer more scope for personalization.

Unfortunately, we won’t see new Polestar interiors for quite some time. For example, the updated Polestar 4 ‘wagon,’ complete with a rear window, will likely retain the same cabin as the existing model. Similarly, the Polestar 5 grand tourer will get a familiar minimalist cabin.

The first real glimpse of a revised interior could come with the second-generation Polestar 2, recently teased ahead of its launch next year. After that, the new Polestar 7, due in 2027 and positioned above the current Polestar 3 SUV, should follow suit.

Lexus has just given the aging IS another facelift, sharpening the nose, tidying up the cabin, and revising the chassis. It keeps the familiar formula alive a little longer. Behind the scenes, though, work on a full successor is underway, and reports from Japan suggest it will arrive in 2027 as an EV-only model.

Talk of a zero-emission IS dates back to late 2021, when Lexus unveiled the Electrified Sedan concept. The LF-ZC concept that followed in 2023 offered a clearer look at a future production EV, promising a slippery shape, gigacasting manufacturing, and prismatic battery shells said to double range.

More: Japan’s Refreshed Lexus IS Gets Something You Don’t

Even as enthusiasm for EV sedans has cooled in some markets, though not all, with buyers drifting back to hybrids and governments trimming, or in the case of the US scrapping, tax incentives, Toyota has stuck to its multi-path strategy. Combustion, hybrid, and electric powertrains are all set to coexist in future models such as the Corolla.

Lexus

Despite these issues, there are signs Lexus may stick with the original EV-only vision for the next IS, echoing the brand’s recent concept-heavy direction with projects like the new LFA Concept and the six-wheeled LS Concept revealed in late 2025.

Targeting The German EV Trio

According to a report from Japan’s Best Car, the next Lexus IS will abandon internal combustion entirely and become a dedicated EV. It is expected to compete directly with the upcoming BMW i3 Neue Klasse, Audi A4 e-tron, and Mercedes-Benz C-Class EQ. All three German rivals are expected around 2027, which conveniently matches the rumored debut timing for the Lexus.

More: BMW’s New i3 Is Becoming Easier To Picture

The report suggests the production IS will draw heavily from the LF-ZC concept, adopting a low-slung silhouette that favors aerodynamics over traditional three-box sedan proportions. It is rumored to measure around 4,790 mm (188.6 inches) long, positioning it below the new Lexus ES, which has stretched to 5,140 mm (202.4 inches).

Expect Tesla-like gigacasting to feature in the manufacturing process, along with a high-tech interior packed with advanced connectivity and safety systems.

Theottle

Digital artist Theophilus Chin has previously produced speculative renderings of the next IS, blending cues from the larger ES with the proportions of the 2021 Electrified Sedan concept. The results look closer to production, while still reflecting Lexus’ current design language. That said, Toyota has signaled it will grant Lexus more creative freedom, so the final car could end up more adventurous than these illustrations suggest.

Advanced Tech Beneath The Surface

Regardless of how radical it looks, the next IS is expected to double down on EV hardware. The report points to a lineup starting with a single-motor, rear-wheel-drive version, topped by a dual-motor AWD flagship producing close to 500 horsepower. A steer-by-wire system and a carefully tuned chassis aligned with the “Lexus Driving Signature” philosophy are also likely.

More: Audi A4 Returns As EV With Concept TT Styling To Give BMW Something To Worry About

What is more interesting is the potential of solid-state battery technology, with range estimates exceeding 620 miles (1,000 km). If that figure proves realistic, it would make the case for a hybrid alternative harder to justify and give Lexus a meaningful edge in the premium compact EV segment.

With a rumored launch in late 2027, the new Lexus IS should already be in advanced stages of development. Do not be surprised if Lexus starts dropping more direct hints about its electric sedan plans in the near future.

Lexus

The Russian car industry looks very different from the one that existed before the invasion of Ukraine four years ago. As Western automakers made a swift exit after the war erupted, Chinese brands moved in just as quickly, expanding their presence and absorbing a sizable chunk of the market. A few domestic names are also resurfacing, including one of its most Volga.

Read: Tesla Never Made A Cybervan, So A Russian Startup Did It First

The Volga name rose to prominence in the 1950s as a series of executive cars built and sold in Russia by local firm GAZ until 2012, when production ended. Back in its heyday, the Volga wasn’t something you simply drove. It was what you were driven in if you held the right title in the Soviet hierarchy. That alone turned it into a cultural fixture.

Now, after more than a decade on ice, the name is finally set to return, having initially been slated for a revival in 2024.

Volga, now under the umbrella of China’s Changan, presented three different vehicles in May 2024, known as the K30, X5 Plus, and K40. The trio included two crossovers and a sedan, each based on existing Changan vehicles sold in China. The plan was to build them in China and ship them to Russia for final assembly, with market launch targeted for late 2024.

For whatever reason, that rollout never materialized. Now, however, the Chinese-owned Volga appears ready to try again, launching a new Russian-language website and releasing a pair of teasers previewing its first model.

The vehicle shown in the teaser resembles one of the crossovers presented in 2024, though with subtle visual changes. A side-profile sketch suggests a conventional SUV silhouette, complete with a large grille, squared wheel arches, and a rear design with taillights that faintly echo the Audi Q8. Reports indicate it will be joined by two additional models.

A separate teaser for the cabin was also released, showing a flat-bottomed steering wheel, a digital instrument cluster, and a large central infotainment screen. In general, it looks quite conventional, which in this context may be exactly the point.

Volga models previewed in 2024

NPR's Erika Ryan reports from the site of one of the nation's largest sewage spills ever — just outside of Washington, D.C. — in January.

The U.S. Environmental Protection Agency is issuing a request for information from school bus industry stakeholders as it seeks to add biodiesel, renewable diesel (RD) and liquefied natural gas (LNG) as funding options to a revised Clean School Bus Program.

EPA also said it will not be awarding funds as part of the 2024 CSB Rebate Program. “EPA thanks applicants for their interest and encourages them to apply for the new grant program,” EPA said in a press release Thursday. “The agency will provide more details on the 2026 grants and eligibility requirements in the near future through a Notice of Funding Opportunity.”

In a follow-up email sent by School Transportation News asking for clarification on foregoing the 2024 rebate awards and if those same applications would be recycled, EPA referred to its original statement.

Meanwhile, Thursday’s RFI also mentions hydrogen as an eligible fuel listed by the Investing in Infrastructure and Jobs Act, which created the five-year, $5 billion fund. But there are currently no hydrogen school buses in production. The same goes for liquefied natural gas, which differs from propane. The IIJA also mentions CNG, which won a handful of awards, but manufacturers don’t currently produce that fuel option, either.

Diesel-powered school buses do exist in large numbers nationwide, estimated at about 80 percent of the national fleet of approximately 450,000 vehicles. Many operate with biodiesel blended with regular diesel. The RFI specifically states EPA seeks information on B20, or 20 percent biofuel blend with diesel.

Renewable diesel, or RD, is different from biodiesel as the former is produced by a hydrotreating process, making it a hydrocarbon fuel. Because it is otherwise nearly identical to petroleum diesel, RD is a drop-in fuel alternative that diesel engine manufacturers certify for use in their engines without voiding warranties. But RD is more expensive than petroleum diesel except in California, Oregon, New Mexico and Washington, where Low Carbon Fuel Standard credits are at play.

Electric school buses are not a focus of the RFI because EPA said it has sufficient information on its infrastructure, availability and performance.

EPA added electric school buses have accounted for 90 percent of Clean School Bus Program awards to date, and the next funding round should target other allowed alternative fuels “to allow for the maximum number of affordable bus choices to fit school districts’ specific needs.”

What’s in the RFI?

EPA is asking the current availability and anticipated purchasing within the next year to five years of biodiesel, RD, E85 flex fuel, CNG, LNG, propane or any other biofuel and if those school buses are fueled at the school district facility, an offsite private fueling station, or an offsite public station. EPA also wants to know about fuel supplier arrangements.
Specifically for biodiesel and RD, EPA is asking for details on how the blends or drop-in fuels are used.

It requests information on fueling system components, pricing, construction and installation requirements, performance, domestic content, and other practical considerations.

The RFI also states EPA wants information on how it can further safeguard taxpayer dollars. The agency completed an internal review to assess financial management practices and said it uncovered inconsistent documentation, incomplete adherence to reporting an award conditions, improper or premature drawdowns of funds, and insufficient internal controls by certain awardees, including for profit recipients.

EPA said it is “evaluating additional safeguards and conditions for for-profit entities,” which includes audits of financial statements and conflict of interest policies. It is also considering verification tools or documentation to ensure appropriate bus usage and routes before funds are disbursed; milestone-based payment structures, reimbursement-only models, or phased disbursement mechanisms tied to verified delivery to reduce risk and improve accountability; and enforcement mechanisms such as repayment obligations or clawback provisions in cases of nonperformance, noncompliance, or misuse of funds.

The Clean School Bus Program is set to expire at the end of the current fiscal year, which would require the remaining $2 billion that has yet to be awarded needing to rollout over the next six months.

Public comments are due within 45 days of EPA publishing the RFI in the Federal Register. A webinar is scheduled for March 3.

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Related: EPA ‘Revamping’ Clean School Bus Program
Related: Engine, Truck Manufacturers Support EPA Easing Derate of SCR Diesel Emissions Controls
Related: Deploying Electric School Buses in Rural and Suburban Districts

The post Updated: EPA Seeks to Expand Fuel Scope of Clean School Bus Program appeared first on School Transportation News.

When East Aurora School District 131 faced growing transportation challenges, the district turned to an unexpected solution. By partnering with First Student’s First Alt^®, East Aurora transitioned away from using taxis and cabs and implemented a safer, more reliable alternative for students who need it most.

In this webinar, you’ll hear directly from Gladys De Lucio, Director of Transportation at East Aurora, and Leon Fornelli, AGM at First Alt, as they share how the district:

• Built on its existing partnership with First Student to expand into alternative transportation.
• Leveraged FirstView^® and Samsara technology to improve visibility, tracking, and communication for schools and families.
• Met the needs of one of Illinois’ largest Spanish-speaking communities with bilingual dispatchers who provide trusted communication with parents in their native language.

Join us to discover how East Aurora created a student-first transportation model that improved efficiency, strengthened family trust, and set a new standard for safe, consistent rides.

Brought to you by First Student

REGISTER BELOW:

Presenters:

Gladys De Lucio
Director of Transportation
East Aurora School District 131

Gladys De Lucio is the Director of Transportation for East Aurora School District 131, one of Illinois’ largest Spanish-speaking districts. With 21 years of experience in school transportation, she oversees daily operations with a strong focus on safety, bus stop planning, and community engagement. De Lucio leads both traditional bus services and alternative transportation programs, working closely with bilingual dispatch teams to support non-English-speaking families. Her deep commitment to equitable access ensures that every student has reliable transit to and from school. She holds a degree from Robert Morris University–Illinois.

Leon Fornelli
Area General Manager of Alternative Transportation
First Alt^®

Leon Fornelli, MBA, is the Area General Manager of Alternative Transportation at First Alt^®, where he leads inclusive student transportation programs across nine states. A seasoned leader in education logistics, Fornelli develops and scales operations from the ground up, always with safety, equity, and innovation in mind. He’s deeply committed to increasing access, amplifying parent and community engagement, and building systems that meet diverse student needs, including non-traditional routes and support. Fornelli also champions technology integration and workforce development in transportation services.

Gregg Prettyman
Vice President
First Alt^®

As Vice President of First Alt^®, Gregg Prettyman brings more than 13 years of leadership in alternative student transportation and is recognized as one of the original architects of the alternative transportation model. Before joining First Student, Prettyman served as Chief Operating Officer at ALC Schools, where he supported over 400 district contracts across 20 states, and oversaw more than 10,000 student trips each day. Today, he leads a team with over 50 years of combined experience, all focused on helping districts deliver safe, reliable, and cost-effective transportation for students with unique needs.

The post (Free Webinar) From Taxis to Trusted Rides: East Aurora’s Student Transportation Transformation appeared first on School Transportation News.

Ford has lifted the lid a little further on its so-called “Universal Electric Vehicle” project, the one tasked with delivering a brand-new $30,000 electric midsize truck in 2027. The tech breakdown in the 14-minute teaser packs plenty of stuff, but it is the design sketches that really grab your attention, offering the first glimpse of what this thing might look like in the metal.

From those early drawings, which also align with the ghost images seen so far, the truck appears slippery and futuristic. Think of it as a softer, more rounded take on the larger Tesla Cybertruck, minus the origami and unpolished edges, not to mention with a far more reasonable entry price. Up front, there are slim vertical LEDs, an illuminated Ford badge, and horizontal intakes carved into the bumper.

More: The One Car Ford Refuses To Build Is One Dealers Want The Most

The windshield stretches deep into the hood and flows into an integrated roof spoiler at the rear. Despite the futuristic surfacing, this is still (likely) a Ranger-sized pickup with a traditional dual-cab layout. Practicality has not been shown the door.

Ford

Low Drag Is Key

Unsurprisingly, the aerodynamics team had a heavy hand in shaping this truck, with former F1 experts brought in to chase every last fraction of efficiency. The mission was simple: slash drag hard enough that smaller batteries could deliver the required range, keeping production costs in check.

More: Ford Says Every Millimeter Of Roof Saves $1.30 On Its New $30K EV Truck

The curved roof reportedly reduces the turbulence typically created by a pickup bed. The side mirrors are 20 percent smaller than standard items, adding 1.5 miles (2.4 km) of range, while specially designed underbody panels contribute another 4.5 miles (7.2 km).

In total, Ford estimates these measures deliver 50 miles (80 km) of additional range compared to a similarly sized truck with a more conventional shape. That is not a rounding error.

Lower Production Costs

Aerodynamics are only half the story. Ford has also focused heavily on reducing manufacturing complexity. The company will use large aluminum unicastings, broadly similar in principle to Tesla’s gigacasting method. Structural components drop from 146 pieces in today’s Ford Maverick to just two, and overall weight is said to be 27 percent lower than rival offerings.

More: Next Ford And GM Pickups May Swap Mechanical Linkages For Lines Of Code

Fewer parts and fewer joints mean fewer robots on the line, which Ford claims results in “measurable gains” in both build quality and production efficiency.

it also appears that Ford engineers have borrowed lessons from reverse-engineering Chinese and Tesla EVs. The new truck’s wiring is 4,000 feet (1.2 km) shorter than that of the Mustang Mach-E crossover, trimming 22 pounds (10 kg). It will run prismatic lithium iron-phosphate (LFP) battery cells and a separate 48V system for auxiliary functions.

More: Ford Could Bring Back Sedans After Realizing It Can’t Afford Not To

The skunkworks team behind Ford’s next generation of EVs is led by former Tesla executive Alan Clarke, bringing 12 years of experience from the rival automaker.

As for the name, Ford is staying quiet. A recent patent filing hints at a possible return of the Ranchero badge, though nothing is confirmed. The affordable pickup is due in 2027 and will be followed by additional affordable EVs, with a sedan reportedly on the wish list.

Shortly after pulling the covers off the electric GLC EQ last year, Mercedes-Benz slipped out a shadowy teaser of the upcoming all-electric C-Class. It was the sort of image designed to spark arguments rather than answer questions. Now, a new batch of renderings based on that teaser gives us a clearer sense of where the compact executive EV could be headed.

Front and center sits the talking point. The C-Class EV’s grille looks set to grow rather than shrink, ignoring the recent retreat from oversized snouts at BMW and Audi. Instead, Mercedes appears ready to make it the visual anchor of the car, in much the same way Rolls-Royce leans on its Pantheon grille.

Read: Mercedes Previews C-Class EV With A Face That’s Bound To Start Fights

These renderings from Kolesa show how the grille should come standard with a thick silver or chrome-finished bezel, three horizontal slats, and hundreds of little LEDs.

Flanking it is a fresh headlight design, complete with the now-familiar star-shaped daytime running light signature seen on other new Mercedes models. All told, the lights, plus the grille, give the new sedan a very intriguing look, although we wouldn’t exactly call it elegant.

We have not had this officially confirmed, but some reports suggest the electric C-Class could adopt a liftback layout, much like the new Audi A5. If that proves accurate, expect a cleaner, more tapered rear than the combustion-powered version. The renderings show slim LED taillights set within a gloss-black panel that spans the full width of the car.

MB.EA Underpinnings And 800-Volt Charging

Just like the GLC EQ, the new C-Class EV will be based on the MB.EA architecture and come standard with a 94 kWh battery pack and an 800-volt electrical architecture, supporting 330 kW charging speeds. Mercedes has confirmed it will offer a driving range of up to 497 miles (800 km), easily eclipsing the 443 miles (713 km) offered up by the GLC EQ.

The first version could wear a C400 badge, pairing dual electric motors for a combined 483 hp. That should be enough for 0 to 60 mph (96 km/h) in under five seconds, which is brisk by any sensible definition.

Naturally, AMG versions are on the way too. One prototype has already been spotted testing on large 21-inch wheels with carbon-ceramic brakes.

Mercedes’ new C-Class teaser and camouflaged prototypes spotted by our spies.

As for the cabin, details remain under wraps. Mercedes could simply transplant the 39.1-inch seamless MBUX Hyperscreen from the GLC EQ, turning the dashboard into one continuous slab of illuminated glass. Alternatively, it may opt for the newer Superscreen layout featured in the latest CLA, pairing a 10.25-inch digital instrument cluster with a 14-inch central infotainment display and a matching 14-inch passenger screen.

The new C-Class EQ is expected to debut before the end of this year, with a global launch slated for early 2027.

Illustrations Kolesa

Polestar’s designers and engineers may be working overtime to prepare four new EV launches by 2028, but management is already looking beyond the rollout. High-performance variants are on the agenda, suggesting that expansion will not come at the expense of speed.

Michael Lohscheller, Polestar CEO, spoke about the future during a media gathering at the Gothenburg headquarters in Sweden. As reported by Auto Express, he said:

“In terms of how we will continue to deliver performance with our future models, I think we’re going to deliver a more consistent way in terms of performance cars, in terms of the specifications. We want to focus a bit more on performance, because that is where we can do even better going forward, on track, on acceleration, but also in terms of being superior to others.”

More: One-Off Polestar Arctic Circle Edition Models Are Rally-Inspired EVs Ready For Action

Just a few months ago, Polestar was forced to shut down its last UK-based R&D facility as it took a $900 million loan from parent company Geely to survive heavy losses. Despite the closure of the engineering center responsible for the development of the Polestar 5, Lohscheller believes that the brand still has the expertise to take on BMW M, Mercedes-AMG, and Audi RS.

Central to this strategy is the expansion of the “BST” (short for “Beast”) moniker, which will evolve from a limited-production experiment with the Polestar 2 BST Editions into a high-performance sub-brand. Note that Polestar itself used to be the performance sub-brand of Volvo.

More: New Polestar 5 Doesn’t Need A Rear Window To Put Porsche On Notice

While the CEO didn’t get into details, candidates for future BST variants are the next-gen Polestar 2 sedan, the recently updated Polestar 3 SUV, and the Polestar 4 coupe crossover, which will soon gain an estate bodystyle.

As for the Polestar 5 grand tourer, it already packs 872 hp (650 kW / 884 PS) in Performance guise, meaning that an even hotter version could challenge the likes of the Audi RS e-Tron GT, Porsche Taycan Turbo GT, and Xiaomi SU7 Ultra.

Back in 2024, the company revealed the track-focused Polestar Concept BST that was based on the 6 roadster. However, the rollout of this model has been pushed back, with focus being shifted to more profitable models in mainstream segments.

Polestar

Electric vehicles are turning into a proper migraine for the insurance industry. According to the latest report from collision management software provider Mitchell, repairable collision claims for EVs jumped 14% in the US and 24% in Canada during 2025.

What makes these numbers particularly jarring is the fact that EV sales growth slowed down in 2025 as government tax incentives expired and consumer interest shifted to hybrids. Cox Automotive estimates that new EV sales dropped approximately 2% in the US, with S&P Global Mobility reporting a 0.4% decline in new EV registrations.

More: Car Repair Costs Are Exploding And It’s Not Just About Tariffs

Even Tesla’s grip on the market loosened slightly, with its US market share slipping to 46.2% from 48.7% in 2024 as more competitors gained ground.

Rising Repair Complexity

Even so, the existing EV fleet is aging into more accidents, and the complexity of repairing them is becoming a logistical and financial hurdle for the repair industry.

Ryan Mandell, Mitchell’s vice president of strategy and market intelligence, explained: “Due to their dense electrical architectures, software-driven systems and interconnected, sensor-heavy designs, these vehicles require additional diagnostic and calibration operations when damaged that can add cost, complexity and cycle time to each repair.”

The “Plugged-In: EV Collision Insights” report also examined other electrified vehicles. Repairable claims for PHEVs increased 6% in the US and 26% in Canada in 2025. Mild-hybrid models (MHEV) recorded increases of 20% in the US and 29% in Canada. It is worth noting, however, that MHEV sales in the US surged 28% in 2025.

Also: Why Even The Smallest Accident Is Designed To Destroy Your Wallet

Across North America, British Columbia recorded the highest EV repair demand at 8.48%, followed by Quebec at 8.21% and California at 6.58%.

Which Models Top The Claims List?

Looking at individual models, Tesla continues to dominate claims volume. In the US, the Model Y accounts for 30.32% of repairable BEV claims, followed by the Model 3 at 27.01%, meaning the two together represent more than half of all such claims. The pattern is similar in Canada, although the positions are reversed, with the Model 3 at 26.03% slightly ahead of the Model Y at 25.91%.

The Economics Of Fixing An EV

There is at least one sliver of good news. On the repair side, the average cost to fix an EV fell 5% in the US, from US$ 6,707 to US$ 6,395, and declined 2% in Canada in 2025. ICE-powered vehicles and PHEVs remained largely flat in the US, while MHEVs saw their average claim cost rise 4%, from $4,865 to $5,054.

Nevertheless, the higher repair complexity of electrified vehicles is reflected in their “calibrations per estimate” rating, which tracks how often sensors and systems must be recalibrated after repairs. In 2025, the average number of revisions was 1.70 for EVs and 1.63 for hybrids, compared to 1.54 for ICE-powered vehicles.

Mitchell’s data also shows that 86% of EV parts dollars go toward OEM components, with only 13% of parts deemed repairable rather than replaceable. For ICE-powered vehicles, 62% of parts dollars go to OEMs, and 15% of components are considered repairable.

The Depreciation Trap

Mitchell also reported that total loss market values declined across most powertrain types in 2025, with EVs seeing the sharpest drops. In the US, EV values fell 6%, from US$ 30,126 in 2024 to US$ 28,185 in 2025. In Canada, they dropped 13%, from CA$ 41,775 to CA$ 36,504.

More: China’s EV Boom Is Cooling, And The Big Names Are Feeling It

By comparison, ICE vehicle values declined 2.55% in the US, from $14,241 to $13,887, and 6.12% in Canada, from $17,049 to $16,005. Hybrids presented a more mixed picture, with US values rising 4.18%, from $18,453 to $19,225, while Canadian values fell 4.40%, from $30,268 to $28,938.

Analysts attribute the steeper EV declines to accelerated depreciation, the arrival of more budget-friendly models, and shifts in consumer sentiment.

Ford is preparing to launch a $30,000 electric truck, and the steady drumbeat of promotion is starting to wear a little thin. Earlier this month, the Blue Oval released three glorified blog posts about the affordable mid-size pickup and a 14 minute video, which was approximately 10 minutes too long.

Before that, the company talked about failure and Henry Ford’s ill-fated stints at the Detroit Automobile Company and the Henry Ford Company. The automaker then said they’re pursuing similar bold efforts as it “works to design and assemble affordable electric vehicles.”

More: Ford’s ‘Model T Movement’ Is A New $30,000 Electric Pickup

The thing is that $30,000 electric vehicles already exist and can be bought today. While the upcoming model will be notable for being a mid-size truck that introduces some new techniques and technology, it might not be as revolutionary as Ford would have you believe.

The Blue Oval will likely continue trickling out trivial details for months to come, but shoppers could easily head to their nearest Chevy dealer and snag an Equinox EV. While the model starts at $34,995, the company is offering $6,500 in incentives, and this lowers the price of entry to $28,495 before factoring in the $1,800 destination fee.

The bowtie brand also recently brought back the Bolt, which starts at $27,600 and has a $1,395 destination fee. This means you can get an electric hatchback with 262 miles (422 km) of range for $28,995.

Chevrolet isn’t alone as the redesigned Nissan Leaf starts at $29,990 before a $1,495 destination charge. It will eventually be joined by an even more affordable variant that has a smaller battery pack and a less powerful electric motor.

All three of these vehicles are available now, although they lack a truck bed. Ford is banking on the latter being a big differentiator, although early teaser images suggest this won’t be your typical pickup as the company is focusing on range and efficiency.