The annual school bus inspection training that goes above and beyond state and federal Department of Transportation requirements brings back OEM training and looks to add post-crash inspection criteria in addition to hands-on detection of defects
Developed by school bus maintenance and inspection expert Marshall Casey for the South Carolina Department of Education, the in-depth training at STN EXPO East starts with classroom instruction on Friday, March 27. The eight-hour training will also include a written exam.
On Saturday, mechanic and technician participants will be transported to a local school district in Charlotte, North Carolina for the hands-on training. The day starts with an overview of high-voltage school bus electrification followed by instruction on finding real defects on real school buses. Class attendees will learn how to avoid costly repairs with early detection, which also leads to less vehicle downtime and a more efficient school bus maintenance schedule in the garage.
OEM training on propane-autogas systems inspections, wheelchair lift inspections, and more will follow the hands-on portion. Blue Bird, IC Bus, RIDE and Thomas Built Buses confirmed their participation.
New this year is a planned Sunday half-day seminar on school bus inspections following a crash to determine cause.
Meanwhile, the inspection training is designed based on best practices from the South Carolina Department of Education, which operates the only state-owned and operated fleet in the country. The department’s maintenance team, which serves as the hands-on inspection and classroom instructors at STN EXPO East, was recognized as one of the nation’s top 10 Garage Stars last August by School Transportation News. Participants of the training will be learning directly from some of these recognized student transportation professionals.
School bus inspection training class size is limited to 50 participants to ensure the instructors will be able to provide a thorough training experience for everyone registered. Separate registration and fee are required to attend.
Save $100 on conference registration by registering before Feb. 14. Find the full conference agenda, list of unique trainings and experiences, exhibitor lists, and hotel information at stnexpo.com/east.
Tesla Model S battery replacement can exceed the car’s value.
Third-party battery options exist but still may not be worth it.
Used Model S values range between $10K and $15K today.
Electric vehicles come with some obvious perks, from impressive acceleration and near-silent driving to charging costs that are typically, though not always, lower than fueling up with gas. But there’s a flipside when things go wrong. Battery replacement isn’t just expensive, it can easily eclipse the value of the car itself.
Just ask the owner of this 2013 Tesla Model S, for example, now staring down a quote that’s far from reasonable.
This particular owner recently visited a Tesla service center in Madison, Wisconsin, to get estimates on a battery replacement. According to a post they shared on Reddit, they inquired about swapping out the existing 60 kWh pack for either the same model or a larger 90 kWh version. Both options came back with steep price tags that likely outstrip the resale value of the vehicle.
Battery Pricing Hits Hard
A replacement 60 kWh pack would cost $13,830. That includes $580.50 for labor, based on a 2.58-hour installation time. The rest, a hefty $13,250, covers just the battery itself. Not exactly light on the wallet for what is now Tesla’s smallest available battery on offer.
The price jumps significantly for the larger 90 kWh pack. The pack alone costs $18,000, with an additional $4,500 required to unlock its full capacity. Factor in installation and necessary replacement parts, and the total comes to $23,262.
That’s well beyond what most used Model S vehicles from the same year are currently worth. We found they typically range from $10,000 to $15,000, depending on trim and condition. From a financial standpoint, the upgrade cost doesn’t pencil out.
Reddit u/sirromnek
Reddit user u/sirromnek shared the experience, sparking discussion among other Tesla owners. While many have logged hundreds of thousands of miles on their original packs without issue, battery degradation isn’t unheard of. For some, the only path forward is a costly replacement.
While going directly to Tesla is an option, new batteries can also be purchased from third-party suppliers, often at a much lower price than Tesla offers. However, given that decade-old Tesla Model S sedans are barely fetching over $12,000, buying a replacement pack probably isn’t worth it.
Nearly 84,000 Genesis vehicles have an instrument failure issue.
Affected screens may suddenly reboot or briefly stop working.
The update addressing the issue is expected by early March.
Genesis just issued a new recall covering nearly 84,000 vehicles, but there’s no need to worry about misbehaving driver aids, parking outside, or a luxury SUV that might roll away on its own. Instead, owners are being told to disable their high-definition radio.
No, not because it might advertise another car brand, but because it can shut off the entire screen altogether while the car is in motion.
According to the National Highway Traffic Safety Administration (NHTSA), Genesis is recalling a wide range of 2025 and 2026 model-year sedans and SUVs after discovering that their digital instrument clusters can intermittently reboot and go blank.
When that happens, drivers may lose access to critical information such as vehicle speed, warning alerts, and fuel or battery levels for up to 10 seconds at a time.
Which Models Are Affected?
The recall covers six different Genesis models, totaling 83,877 vehicles in the U.S. These include the 2025–2026 G80, the 2026 G80 Electrified, the 2026 GV60, the 2026 GV70 and GV70 Electrified, and the 2025–2026 GV80. While recalls from Hyundai Motor Group often span multiple brands, this issue appears to be limited strictly to Genesis products.
The heart of the issue involves a software logic error in the vehicle’s head unit and integrated display system. Both HD and analog radio data are being written to the same memory location due to overlapping software routines.
Under certain conditions, that overlap can trigger a data overwrite error, causing the system to reboot and temporarily cut the display output to both the instrument cluster and infotainment screen.
Hyundai says it has received 237 reports related to the issue between late September 2024 and early January 2026, but no crashes, injuries, or fatalities have been linked to the problem so far.
A permanent software fix is expected by mid-March. Owners will be able to visit a Genesis dealer for an update, or download it over the air if their vehicle supports OTA updates. In the meantime, Genesis recommends that affected drivers disable the HD radio feature while on the road. That’s right. Back to FM and AM folks, at least for now.
Kia’s Meta Turismo concept mixes retro lines with EV hardware.
A production version could ride on Hyundai’s E-GMP platform.
Dual motors could deliver over 650 hp and sub-3s acceleration.
Kia’s 80th anniversary Meta Turismo GT concept wasn’t just a nostalgic design exercise; it was an absolute mic-drop moment. With its futuristic, yet 1960s concept-inspired lines and EV underpinnings, it offers a tantalizing glimpse at where Kia’s performance ambitions could be heading.
That got us thinking. Now that the Stinger has officially bowed out, and with Kia in need of a new halo model, what would a production-ready Meta Turismo actually look like? Here’s our take imagined as what could be called the EV8 GT.
Soft forms clashing with angular geometry: that’s how Kia describes its ‘Opposites Unite’ design language. In this imagined production model, the concept evolves into something more grounded yet still sharp, mixing vintage concept wedge proportions from the 1960s with flashes of Lamborghini aggression.
Up front, the Meta concept’s face has been reworked to better align with Kia’s current design language, featuring a low-set tiger nose and an active lattice grille. Carbon fibre is used generously across the front splitter, side skirts, and hood strakes, which flow cleanly into the wing mirrors.
Viewed from the side, our EV8 GT study is defined by a fastback roofline and cab-forward stance. While the angular side surfacing remains the same, we’ve added flush door handles and traditional pillars. Around the back, the rear is more restrained with halo-effect LED light bar, and a functional diffuser.
The Inside Take
The Vision Meta Turismo concept’s interior.
The cabin of the Meta Turismo concept is decidedly dramatic, but for production, it would be dialed back without losing its focus on the driver. Key elements like an augmented reality head-up display and smart glass would remain, while the overall layout would feel more grounded.
We’re also anticipating deeper AI integration, including conversational voice interfaces and tools like ChatGPT.
Hyundai Motor Group’s tried-and-true E-GMP architecture would be the obvious choice as a platform, as it offers 800-volt capability and Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) functionality. Handling-wise, the GT sports adaptive damping, torque vectoring, and rear-biased all-wheel drive to balance ride comfort with canyon-carving prowess.
Kia’s dual-motor setups are capable of 650 horsepower (478 kW) and 568 lb-ft of torque. We expect the EV8 GT to surpass this, with a 0-60 mph performance closing in on the 3-second mark. Like Hyundai Group’s other performance EVs, there will be simulated gear shifting and synthetic noise generation to accompany its rapid pace.
In a perfect world, solid-state batteries would make an appearance, yet commercial reality for this chemistry still appears a long way off. A safer bet would be a 100 kWh Li-Ion Phosphate (LFP) battery pack good for an WLTP range of over 435 miles (700 km).
BMW could offer EV and gas versions of the next 4-Series.
Shared 3-Series development keeps cost and risk lower.
New V8 and V12 engines meet Euro 7 with minor updates.
Despite the shrinking demand for coupes, BMW isn’t backing away from the segment just yet. A third-generation 4-Series is on the way, and it’s not just a box-ticking refresh. The new model looks set to play a bigger role in BMW’s long game, possibly offering both electric and combustion versions, plus a next-gen M4 flagship in the mix.
BMW has been producing the current-generation 4-Series since 2020, offering it in multiple forms including the Gran Coupe and the all-electric i4. The latter has held the distinction of being BMW’s best-selling EV to date, but that role is soon expected to shift to the i3 version of the next-generation 3-Series.
That transition has raised questions about where the 4-Series fits into BMW’s evolving electric and combustion plans.
While recently speaking with Autocar, BMW’s head of engineering and development, Joachim Post, emphasized that the 4-Series remains strategically important. He also pointed out that creating a new generation of the car would be relatively cost-effective, thanks to shared development with the next-gen 3-Series.
Platform Synergies Keep Coupes Alive
“The 4 Series is an important car for us,” he told the magazine. “It’s more sporty, and BMW is a sporty brand which has a clear heritage also on the performance side. It will play an important role also for the future. It’s not [as] expensive [as] making a completely new car and whenever we make a 3 Series or X3, we still think about the 4 Series or X4, to make it with synergies so that a derivative can be easily built out of the base.”
Post pointed to the benefits of what BMW calls “high synergies” between models like the 4-Series, X4, and X6. By leveraging shared components and platforms, BMW can build lower-volume body styles without incurring the full cost of starting from scratch. That gives models like the 4-Series a clearer business case, even in a less crowded coupe market.
If BMW does indeed launch a new 4-Series, it will follow the same path as the next 3-Series. That means we could potentially see both combustion and electric versions, each built on different platforms. The gas-powered model would use an updated version of the familiar CLAR platform, shared with the next-gen 3-Series, while the EV would ride on BMW’s Neue Klasse architecture, the same one underpinning the upcoming i3 and iX3.
Of course, there’s still a chance BMW could commit to just one direction, but for now, it hasn’t made that call publicly.
What we do know is that the Neue Klasse is already confirmed to support an electric iM3, which makes an iM4 Coupe feel entirely plausible. On the combustion side, BMW has also said the next M3 will stick with its six-cylinder engine in mild hybrid form, keeping the door open for a new gas-powered M4 Coupe as well. Whether we get both versions or just one remains to be seen.
If there’s an electric version of the 4-Series, expect a setup similar to the forthcoming i3, powered by BMW’s 108kWh battery pack. Rear- and dual-motor powertrains are also on the menu. Although Post hasn’t revealed performance targets, early indications suggest a range exceeding 500 miles is within reach.
Whatever BMW ends up doing, it’s obvious that the rest of the field is thinning out. Audi has dropped the A5 Coupe, and Mercedes has merged its C-Class and E-Class coupes into one model, the CLE. With fewer players still in the mix, BMW might find itself with a bit more room to maneuver on the sales front.
During the same interview Post noted that BMW has already developed its next-generation of engines to comply with Euro 7 regulations. This means the current twin-turbo 3.0-liter S58 straight-six of the M3 and M4 will live on, albeit upgraded with a mild-hybrid. He also confirmed that large V8 and V12 engines are safe, including the 6.75-liter V12 used by Rolls-Royce.
“We can fulfill Euro 7 with some optimization in the exhaust system – with things like the catalysts – so that’s why we have a big advantage in that Euro 7 is not that high an investment for us,” he revealed.
Mercedes’ new C-Class with EQ Technology has been spied.
The first ever C-Class EV debuts in the second half of 2026.
Borrows huge illuminated grille and 800-volt tech from GLC.
Mercedes might have eased back on its electric goals in the face of slowing global demand, but it still has plenty of hugely important EVs on the way. And this is one of them, the first ever electric C-Class, which debuts later this year.
If Mercedes sticks to current naming convention it’ll be saddled with the clunky C-Class with EQ Technology name, something we’re familiar with from models like the new GLC with EQ Technology, which made its global debut at the Munich Motor Show last September.
And that’s not all the new zero emissions sedan shares with the electric GLC. Both ride on Mercedes’ new MB.EA platform, while the smaller CLA sedan uses a different MMA architecture.
The C-class – which will be sold alongside an updated version of today’s combustion C-Class – also adopts the large, illuminated, traditional-look Mercedes grille that the GLC debuted, and which is expected to be rolled out across multiple model lines in the next couple of years.
450+ mile range
SH Proshots
Based on what we know of the GLC EQ, the electric C-Class will get 800-volt electrics, and the C400 version should have a 483 hp (489 PS / 360 kW) dual-motor drivetrain that gets it to 60 mph (97 kmh) in well under 5 seconds.
It could also get the same 94 kWh lithium-ion battery pack as the SUV, and if that’s the case, expect the lower, lighter sedan to improve on the GLC’s already excellent 443-mile (713 km) range.
Glimpses of the C’s interior in previous spy shot hauls indicate that it’ll feature the same 39.1 inches (99.3 cm) MBUX Hyperscreen display that stretches right across the dashboard.
That’ll give the C-Class a very different interior ambience to its electric BMW i3 sedan rival, which is also schedule to debut this fall, but is believed to feature minimal conventional dashboard screens, favoring head-up displays instead.
The i3’s Neue Klasse exterior should mean the BMW feels more modern on the outside, too, though it could prove too futuristic for some fans who like the way the current 3-series looks.
One thing’s for sure, and it’s that electric sedan buyers are going to be spoiled for choice come 2027 when both cars land in dealerships. Which would you pick?
BMW’s electric M3 uses soundtracks from past M performance icons.
It blends V8, inline-six, and V10 engine notes into its EV profile.
The M3 EV will feature simulated shifts with optional sound modes.
Breaking into the electric performance space is a delicate task for a brand like BMW M, which has spent decades building its reputation on combustion-powered icons. But that’s exactly what it’s attempting with the Neue Klasse-based electric M3, or, as it may end up being called, the i3M.
The upcoming high-performance EV won’t replace the traditional ICE-powered model, though. Instead, it’s designed to sit alongside it, borrowing cues from BMW M’s most celebrated models to bridge the old and the new. Or at least that’s the promise.
BMW M released the latest chapter in its video series detailing the development of the new super sedan, previewing the distinctive soundscape it plans to offer. Taking a page from Hyundai N’s playbook, BMW aims to replicate the sounds of some of its most iconic models, blending them with the unique tone of a high-performance EV.
Chasing the Sound of the Past
Rather than relying solely on software to mimic engine sounds, BMW assembled an M3 GTS with a 4.4-liter V8, an M4 GTS with its 3.0-liter twin-turbo inline-six, and a classic BMW M6 featuring the brand’s iconic 5.0-liter naturally aspirated V10. Their engine notes were recorded on a dyno, then layered into the soundtrack of the electric prototype.
The clip only demonstrates the soundtrack of the electric M3 for a brief moment while being put through its paces on BMW’s test track. As the driver hits the throttle, it begins to sound like a turbocharged engine building boost as the revs climb. There are also some notable turbo whistles, mixed in together with some of the high-pitched whine expected of an EV.
Performance to Match the Drama
Like the Hyundai Ioniq 5 N and Ioniq 6 N, BMW’s electric M3 will also include simulated gear shifts to match the synthetic engine notes. For drivers who prefer their EV experience unfiltered, these features are expected to be optional and easily switched off.
Of course, the electric M3 will need to be more than just good-looking to convince shoppers. BMW has confirmed it’ll be fitted with four electric motors and a 100 kWh battery pack that’s up to the task of track use.
While BMW hasn’t revealed any final power figures, we know that each wheel will be controlled individually, allowing for advanced torque vectoring for better performance and handling. There will also be an optional rear-wheel drive-only mode.
VW plans to rename ID.4 as ID. Tiguan with facelift, report says.
Familiar name aims to make VW electric SUVs easier to sell.
Facelift brings new look, better interior and new FLP battery tech.
Volkswagen’s ID.4 electric SUV is getting a new suit and a new name to go with it. A report out this week suggests the ID.4 will soon be rebadged as the ID. Tiguan, confirming what we suspected in a recent spy shot story.
The name change will arrive alongside a comprehensive facelift later this year, according to Auto News. Their nformation reportedly came from the IG Metall labor union during a press conference in Germany, which is about as official as things get without VW actually saying anything. Unsurprisingly, Volkswagen declined to comment.
Baldauf
This move fits perfectly with VW’s recent decision to abandon cold numeric names in favor of familiar badges. It was recently confirmed that the production version of the ID.2all hatch concept will be called ID. Polo when it arrives in European dealerships this year, and don’t be surprised if the ID.Every1 concept turns into an ID. Up.
We’ve already seen what the ID. Tiguan looks like in prototype form. Our spy shots revealed a heavily revised exterior with new doors, redesigned lights, fresh bumpers, and a reworked rear hatch. The shape remains familiar, but the surfacing is sharper and more upright, bringing it closer to the combustion Tiguan and the upcoming ID Cross.
Rediscovering Buttons
The changes are more than skin deep. Inside, Volkswagen appears ready to undo some of its recent interior mistakes. Physical buttons are expected to return, including a proper volume knob, along with better materials and a cleaner dashboard layout.
The touchscreen and digital cluster should grow in size, while updated software promises a smarter voice assistant that hopefully listens this time. The result should look something like the interior of the new ID. Polo, shown below.
Underneath, the facelifted ID. Tiguan is expected to ride on a revised MEB plus platform. That likely means newer battery cells, including LFP chemistry in some versions, improving efficiency and potentially boosting real-world range. Don’t expect a voltage upgrade though, as it will stick with 400-volt architecture and modest charging speeds.
Performance updates should be mild, since VW already boosted the base single-motor version in 2024 to 282 hp (286 PS/ 210 kW), though dual-motor versions could get a lift to help them regain their advantage over rear-drive models. The focus overall though, will be on usability, refinement, and making the electric Tiguan feel like a natural alternative to the combustion SUV carrying the same name.
Production of the new ID. Tiguan will continue in Emden, Germany, through 2031, Auto Newsreports, suggesting VW sees plenty of life left in this model. And that makes sense, since the ID.4 was one of only two models that grew, rather than lost, sales in the US last year.
Standing on a platform at a Bahnhof or train station in Germany early one morning, watching students filter onto a regional train with backpacks slung over their shoulders, it struck me just how different pupil transportation is here compared to what I have spent most of my career studying and teaching in the U.S. No flashing lights. No crossing arms. No dedicated “school-only” environment. Just students, moving confidently and independently through a public transportation system designed to include them.
In Germany, pupil transportation is not treated as a specialized service owned and operated by schools. Instead, it is understood as a shared civic responsibility. One woven into the fabric of public infrastructure, reinforced by law, education and cultural expectations. The result is a system that looks radically different from the yellow-bus model most Americans know, yet functions with remarkable efficiency and safety.
One of the most noticeable differences I encountered was how heavily Germany relies on public transportation—known broadly as Öffentlicher Personennahverkehr (ÖPNV)—to move students. In cities and suburbs alike, students routinely use Linienbusse (city buses), Straßenbahnen (trams), U-Bahn and S-Bahn systems, and Regionalzüge (regional trains). These are not “student-only” vehicles. They are the same systems used by office workers, retirees and tourists.
Students who qualify for transportation assistance receive a Schülerticket or Jugendticket, subsidized or fully funded by local municipalities (Kommunen) or the federal states (Länder). In many regions, these passes are valid beyond school hours, reinforcing the idea that mobility is part of daily life—not a narrowly defined school function.
As I observed students navigating routes and transfers, it became clear that independence is not optional here. It is expected. Even younger students demonstrate a working knowledge of timetables (Fahrpläne), platform signage and transfer points. This competence does not appear by accident. Verkehrserziehung—traffic and transportation education—is introduced early in German schools and reinforced repeatedly as children grow.
The Differences of U.S. Yellow School Bus Transportation
Back home in the U.S., pupil transportation is far more centralized and tightly controlled. School districts typically operate or contract dedicated fleets governed by extensive regulations at both the federal and state levels. American school buses are marvels of passive safety engineering, built to protect students even in hostile traffic environments. However, this model also ties student mobility to specialized vehicles, specialized drivers and funding streams that are increasingly fragile.
In Germany, the focus shifts away from specialized vehicles and toward system-wide safety design. Around schools, I consistently saw Tempo-30-Zonen. Reduced speed zones enforced not just by signage, but by roadway narrowing, raised crosswalks and visual cues that force drivers to slow down. Fußgängerüberwege (pedestrian crossings) are clearly marked, well lit, and treated seriously by drivers.
Cycling infrastructure is another major pillar. Germany’s Radwege—dedicated bicycle lanes—are often physically separated from vehicle traffic, not merely painted lines on asphalt. Students cycling to school are not treated as anomalies. They are anticipated users of the transportation system.
In the U.S., safety strategies often compensate for infrastructure shortcomings by relying heavily on the school bus itself. Stop arms, flashing lights and strict loading procedures act as mobile safety zones. In Germany, safety is embedded into the environment long before a student ever steps onto a vehicle.
Walking and cycling to school are not fringe behaviors here, rather they are normalized. Younger students often walk together along designated Schulwege (school routes), sometimes participating in what Germans call a Laufbus, the equivalent of a “walking bus.” These routes are mapped, communicated to families, and designed to minimize risk exposure.
Older students routinely travel alone, whether on foot, by bike, or via public transit. While this level of independence might raise eyebrows in the U.S., in Germany it is viewed as a critical developmental step. Children are taught how to assess risk, not avoid it entirely.
Dedicated school buses—Schulbusse—do exist in Germany, primarily in rural regions where public transit coverage is limited. However, even these buses look different from their American counterparts. They are often standard coaches or city buses with minimal external markings. They lack stop arms or specialized lighting systems, reinforcing the notion that responsibility for student safety does not rest solely on the vehicle.
This difference is jarring for American professionals, but it reflects a deeper cultural expectation: All road users share responsibility for safety, and traffic laws are consistently enforced. German driver training standards are rigorous, and compliance with Verkehrsregeln (traffic rules) is culturally ingrained.
Special needs transportation further illustrates Germany’s integrated approach. Students with disabilities receive individualized transportation accommodations arranged through municipal authorities in coordination with social services, not solely through school systems. This may involve specialized vehicles, door-to-door service or escorted travel on public transit depending on need.
Accessibility is treated as a societal obligation rather than an educational exception. In the U.S., special education transportation is often managed almost entirely by school districts, adding complexity and cost to already strained systems. Germany distributes that responsibility across public institutions.
Perhaps the most important lesson I took from being in Germany is philosophical. The German pupil transportation system assumes that safety is created through design, education and accountability — not isolation. Students are not shielded from the transportation system. They are trained to function within it.
In the U.S., we often build systems designed to protect students from risk. Germany builds systems designed to reduce risk at its source. That difference matters. Especially as U.S. districts face driver shortages, rising costs and expanding safety mandates.
Germany’s model is not directly transferable to every American community. Many U.S. regions lack the density, transit infrastructure or legal frameworks to replicate it wholesale. Rural geography, suburban sprawl and fragmented governance present real challenges. But the value lies in the comparison.
By studying Germany’s use of ÖPNV, Schulwegplanung (school route planning), Verkehrserziehung, and integrated accessibility models, U.S. transportation leaders can identify concepts—not replicas—that may strengthen our own systems. Infrastructure investment, early safety education, shared responsibility, and multimodal planning all have a place in the American conversation.
Being in Germany reminded me that pupil transportation is not just about moving students. It is about shaping how young people engage with their communities. When transportation is treated as a shared civic responsibility rather than a standalone service, students gain more than a ride. They gain independence, situational awareness and confidence that extends far beyond the school day.
Watch for my next article in this series, where we travel “down under” to explore how Australia conducts pupil transportation.
Bret Brooks
Bret E. Brooks is the chief operating officer for Gray Ram Tactical, LLC, a Missouri-based international consulting and training firm specializing in transportation safety and security. He is a keynote speaker, author of multiple books and articles, and has trained audiences around the world. He can be reached at BretBrooks@GrayRamTacticalTraining.com.
GM will build the third-generation Buick Envision in America.
Will be built alongside the Chevrolet Equinox at Fairfax Assembly.
Production begins in 2028, following the demise of the Chevy Bolt.
The Chinese-built Buick Envision got slammed by Trump’s tariffs and the company recently hiked prices by $3,000. This followed an earlier increase, which means the cost of entry has shot up $4,500 in less than a year.
As a result, the 2026 Envision now starts at $41,000 before a $1,995 destination fee. That’s pretty steep and the price increases appear to have started weighing on sales.
While the model was only down 11.4 percent last year to 41,924 units, fourth quarter sales plummeted 60.9 percent. Even with the steep decline, the Envision finished the year as Buick’s third best-selling vehicle, accounting for just over a fifth of the brand’s total annual sales of 198,155 deliveries.
However, the situation was unsustainable and General Motors has effectively admitted as much. In a brief statement, the company said they’ll “onshore production of the next-generation Buick compact SUV to Fairfax Assembly in Kansas City, beginning in 2028.”
The automaker didn’t have much to say about the move, but stated the “decision further strengthens GM’s domestic manufacturing footprint and supports U.S. jobs, building on $5.5 billion in new investments announced across our U.S. manufacturing sites in the last year.”
We also asked whether the current model will remain on sale until its replacement arrives in 2028. A GM spokesperson told us, “We are working through the model transition plan”, a rather a noncommittal response that suggests the company isn’t ready to confirm details just yet.
Chevrolet Bolt Dies Soon
Interestingly, the announcement also revealed the impending death of the Chevrolet Bolt. While the EV was just relaunched, the company had previously referred to it as a “limited run model.”
They weren’t joking as Fairfax Assembly will be retooled to build the Chevrolet Equinox starting in 2027. This suggests the Bolt will only be sticking around for about a year.
The third-generation Envision will follow one year after the Equinox and this could hint at some commonality between the two models. This remains to be seen, but the bowtie brand’s crossover has a turbocharged 1.5-liter four-cylinder that develops 175 hp (131 kW / 177 PS) and up to 203 lb-ft (275 Nm) of torque. It’s connected to a continuously variable or eight-speed automatic transmission.
Hyundai has introduced the Staria Camper concept at the CMT Show.
It features a pop-up roof, refrigerator, solar panel, and smart glass.
The company is considering production and is looking for feedback.
Hyundai has used the Caravan, Motor und Touristik Show to introduce a camper concept based on the Staria Electric. It’s designed to explore how the van could “evolve into a premium recreational vehicle tailored to the European market.”
Designed for off-grid travel, the Staria Camper concept has been equipped with a retractable canopy as well as a power pop-up roof. The latter has been fully integrated to reduce wind noise and buffeting while driving.
The roof is also notable for being covered by a 520W solar panel, which can generate up to 2.6 kWh of electricity per day. This can be used to power onboard equipment or to extend the vehicle’s range.
Another cool touch is the use of electronically adjustable smart glass for privacy. The rear windows are controlled by a dedicated touchscreen, which enables users to instantly adjust their transparency.
Besides keeping prying eyes at bay, the smart glass offers “significantly improved UV, thermal, and acoustic insulation compared with conventional glass.” Despite this, Hyundai also threw in traditional curtains.
The rest of the exterior largely carries over, but we can see water and electrical hookups located near one of the taillights.
Modular Comfort Inside
Moving inside, the second- and third-row seats fold flat to create an expansive sleeping area for two adults. The concept also sports a long counter that houses a sink, storage compartments, and a 1.3 cubic foot (36 liter) refrigerator. They’re joined by a folding interior table, a classy peg board, and special lights.
Rounding out the highlights are a swiveling front passenger seat and a climate control system that can keep you warm on chilly nights. Furthermore, the liftgate opens to reveal a deployable rear table as well as an outdoor shower setup.
Could It Actually Happen?
While the van is a concept, Hyundai wasn’t shy about the possibility of a production model. In fact, they’re actively seeking feedback from a “cross-section of camping, caravan, and adventure enthusiasts from across Europe and beyond.” The company said this will help them gauge interest in bringing the concept to life.
Hyundai went on to say the production model would echo the regular Staria Electric, which has an 84 kWh battery pack as well as a front-mounted motor producing 215 hp (160 kW / 218 PS).
This enables the van to have a WLTP range of approximately 249 miles (400 km). When the battery is low, a DC fast charger can take it from 10-80 percent in around 20 minutes.
Chinese SC-01 will be built in Italy, sold across Europe, report says.
Europe scheduled to get 1,000 cars; debut takes place January 24.
Bi-motor, AWD two-seater gives 429 hp, 0-62 mph in 2.9 sec.
Electric sports cars are finally happening in a big way, but Europe might not be waiting for Porsche or Alpine to lead the charge. A small Chinese brand you have probably never heard of wants in on the action, and it looks like a far more serious enthusiast proposition than the MG Cyberster.
The car is the SC-01, a lightweight electric sports coupe that’s not just headed to Europe, as the company itself has confirmed, but also set to be built there, according to Chinese media. Backed by Xiaomi and Jiangling’s JMEV brand, around 1,000 of these compact two-seaters are expected to be produced in Italy.
Visually, the SC-01 leans hard into classic wedge territory. Think Lancia Stratos proportions filtered through a modern EV lens, with compact dimensions and proper sports car stance.
At 4106 mm (161.7 inches) long it’s a smidge shorter than an Alpine A110 and around 270 mm (10.6 inches) more compact than the recently axed ICE Porsche 718 Cayman. The real headline, though, is the weight.
Hardcore Diet
At 1,365 kg (3,009 lbs) the aluminium SC-01 is astonishingly light for an EV – 520 kg (1,150 lbs) lighter than a RWD MG Cyberster and 620 kg (1,370 lbs) down on MG’s AWD variant.
The Cyberster already seemed more like a mini Mercedes SL than a hardcore sports car, and those numbers, plus the SC-01’s front and rear pushrod suspension only underline the impression.
Power comes from dual electric motors producing a combined 429 bhp (434 PS / 320 kW), enough to launch the SC-01 to 62 mph (100 kmh) in a claimed 2.9 seconds.
A 60 kWh battery gives the car a quoted 311-mile (500 km) range on the optimistic CLTC cycle, so reckon on more like 270 WLPT miles (435 km) and even less if you’re driving it like you’re supposed to.
Minimal Screen Tech
Inside, the SC-01 might surprise you even more. There’s no massive touchscreen wall of the kind you might expect from a modern Chinese EV. Instead you get a single driver display and physical climate controls.
In other words, it feels like someone built it for people who actually enjoy driving, and plan to be driving too hard to spend precious moments hunting for a switch on a digital display.
How Much will it Cost?
Exact Euro prices and an on-sale date are still TBC, but according to Car News China, the car may launch at around 500,000 yuan, which comes to around $72,000, €61,000, or £53,000. That’s a significant step up from its domestic Chinese price of 229,800 yuan, or roughly $33,000 / €28,500 at current exchange rates.
Still, that would put it at a competitive advantage to the new generation of electric sports cars from Porsche, Alpine, and Lotus, some of which are still years away, and are sure to cost more.
Volvo’s EX60 delivers 400 miles of range and 400 kW charging.
First Volvo EV with native Tesla Supercharger access in US.
Rugged EX60 Cross Country adds lift, air suspension, and flair.
Volvo calls the new EX60 a game-changer and for once, that might not be completely marketing hyperbole. This new SUV is the brand’s most important EV yet and it rolls into the segment with some impressive numbers on paper.
It offers 400 miles of EPA-estimated range, 400 kW fast-charging capability, and native access to Tesla’s Supercharger network. It’s also arriving with a special soft-roader variant.
Volvo Enters Long-Range Territory
The new peak of the EX60 lineup is what the brand calls the P12 AWD Electric. It boasts 400 miles (644 km) of EPA-rated range in North America and a more generous 503 miles (810 km) of estimated range in Europe and other regions around the world, likely due to the differences in testing methods, though Volvo didn’t clarify this in its international release.
That immediately puts it ahead of all other previous Volvo EVs and squarely in the same space as the Tesla Model Y Long Range, if not ahead of it. But wait, there’s more.
Charging at 400 kW enables the EX60 to add up to 173 miles (278 km) of range in just 10 minutes. Keep in mind that you’ll need a charger capable of handling such speed, which is very rare in the U.S. right now. Not even Tesla’s Supercharger network, which this car has native support for, often offers such speeds. Still, the fact that the capability is built in shows where Volvo expects the infrastructure to go.
Powertrain Options
In total, Volvo is offering the EX60 with three powertrains and seven trim levels. The P6 RWD delivers up to 310 miles (499 km) of range, the P10 AWD provides 320 miles (515 km), and then the P12 AWD brings the 400 miles (644 km) we’ve already discussed.
Dubbed the SPA3, the brand pairs this new architecture with a HuginCore computing system. This setup introduces several key technologies, including cell-to-body battery construction, mega casting, and next-generation in-house electric motors.
Volvo says this all equates to less weight, better efficiency, better manufacturer scalability, and importantly… lower cost to the consumer. In the end, it matches the carbon footprint of the smaller EX30. While the brand hasn’t publicly mentioned specific pricing per trim, it has said to expect that a well-equipped EX60 to cost around $60,000.
Design Inside and Out
Visually, the EX60 doesn’t reinvent Volvo’s design language so much as it evolves it. The car manages a 0.26 drag coefficient thanks to a low nose, a sloping roofline, and tapered sides. In the cabin, the long wheelbase and flat floor enable extra legroom in the rear along with a large cargo area.
Tech highlights include a 28-speaker Bowers & Wilkins audio system, headrest speakers for all four main seats, and Apple Music with Dolby Atmos built in.
The EX60 Runs Google Gemini AI
Let’s not forget the AI assistant that Volvo says will speak like a normal person and accept the same type of speech inputs. The system runs Google’s Gemini AI atop Android Automotive OS so it should be snappy and smooth, but we’ll have to test it to be sure. The new multi-adaptive safety belt is something else to get excited about, as are the other safety innovations in the EX60.
Volvo leveraged a reinforced safety cage using boron steel, a wide array of sensors, and constant environmental monitoring to go beyond what they say are current regulatory standards. In other words, Tesla might not be the only manufacturer with safety scores that go beyond NHTSA or IIHS ratings in the near future.
A Cross Country Version on the Way
Volvo also confirmed that an EX60 Cross Country model will be heading to the U.S., though it’ll debut in Europe first. This version gets 20mm (0.8 inches) of extra ride height as standard, with another 20mm (0.8 inches) available via an adjustable suspension system. Forty millimeters (1.6 inches) might not sound like much, but the Cross Country packs more than just lift.
There are underbody skid plates, wider arches, unique wheels, and exclusive Frost Green paintwork. It also comes standard with all-wheel drive and will be offered only with the P10 and P12 powertrains
Availability
European customers can already place orders for the EX60. U.S. order books will open in late spring, with production kicking off around the same time at Volvo’s Swedish plant. The P6 and P10 models will arrive first this summer, followed by the long-range P12 not long after.
Jaguar plans to sell around 10,000 EVs a year going forward.
The first model is a four-door sedan priced at $130,000.
That price places it above the Mercedes-Benz EQS in the US.
When Jaguar announced nearly five years ago that it would completely reinvent itself as an EV-only ultra-luxury brand, setting its sights on Bentley rather than the familiar and more attainable German premium rivals like BMW and Audi it had competed with for decades, the plan sounded ambitious, perhaps too ambitious. It still does today.
Now, some of Jaguar’s retail partners are raising uneasy questions. With EV sales cooling or inching forward at a snail’s pace in key markets, skepticism around the brand’s pivot is mounting. Industry analysts are voicing similar concerns, suggesting Jaguar may be targeting a shrinking share of an already narrow segment.
Trouble in the Transition
Dealer sources say Jaguar is aiming to sell around 10,000 cars a year, aligning with Bentley’s current output. But the target, while tidy on paper, is drawing doubt. That kind of volume is tough to achieve in the luxury EV segment, where few models have made real headway.
“I doubt that Jaguar’s strategy will work,” S&P Global analyst Martin Benecke told Auto News. “Jaguar wants to go where other luxury manufacturers are withdrawing due to a lack of demand. Which customers does Jaguar want to reach with its electric luxury cars? I don’t know whether you can survive with this strategy.”
Does The Type 00 Have A Business Case?
The first of Jaguar’s next-generation EVs is a luxurious four-door model previewed by the Type 00 concept. It’s expected to carry a starting price of around $130,000 in the US, making it more expensive than the Mercedes-Benz EQS. If sales fall short, reworking the platform for hybrids or combustion engines could prove, if not impossible, certainly both difficult and expensive.
Dealer Uncertainty Meets Cautious Optimism
shproshots
“At the moment, there is no clear business case for Jaguar,” one dealer told Autonews. “We have committed in principle, but whether we fully invest will depend on the final strategy.”
Still, not everyone is pessimistic. Some people are onboard, including the chairman of the German Jaguar and Land Rover Dealers Association, Andreas Everschneider. According to him, “the restart is an opportunity,” but he has warned that Jaguar must avoid falling into the trap of overproduction.
“If Jaguar repeats the mistakes made by other premium brands and floods the market, prices will collapse,” he said. “In that case, the luxury strategy will fail.”
Model Y and Model 3 sales dropped sharply across Europe.
VW ID.3, ID.4, and ID.7 all saw major sales growth last year.
Tesla’s decline highlights growing EV pressure from rivals.
It’s no secret that Tesla had a tough run in Europe last year. After several years of outpacing legacy automakers in EV sales, 2025 brought a sharp reversal that few would have seen coming just a couple of years ago. The brand that once led the electric car race is now falling behind a familiar rival with a very different backstory.
Volkswagen sold more battery-electric vehicles in Europe than Tesla last year. Yes, VW, the same manufacturer that was mired in the diesel emissions scandal just as Tesla was gearing up for the Model 3, has now overtaken the American brand on its home turf.
Changing of the Guard
According to figures from Dataforce reported by Autonews, the VW brand moved 274,417 fully electric vehicles in Europe in 2025, a jump of 56 percent from its 2024 total of 175,654. Things weren’t so pretty for Tesla.
Its sales declined 27 percent last year, dropping from 326,714 units to 238,765. This came despite the fact that the Tesla Model Y remains Europe’s best-selling EV with 151,331 units sold last year, significantly more than the 94,106 Skoda Elroqs that were sold over the same period. However, Model Y sales were still down 28 percent from 2024, when 210,265 were sold.
Europe’s Best-Selling EVs
Rank
Model
2025
2024
1
Tesla Model Y
151,331
210,265
2
Skoda Elroq
94,106
46
3
Tesla Model 3
86,261
112,967
4
Renault 5 E-Tech
81,517
13,097
5
VW ID.4
80,123
64,729
6
VW ID.3
78,667
54,467
7
VW ID.7
76,368
32,192
8
BMW iX1
69,816
53,272
9
Kia EV3
66,802
4,960
10
Skoda Enyaq
65,787
67,331
—
TOTAL
2,582,595
1,990,956
SWIPE
Dataforce
Helping the VW brand take the top place from Tesla is the fact that it has a larger range of EVs. For example, the VW ID.4 sold 80,123 units last year, up 23.8 percent. A total of 78,667 VW ID.3s were sold, up 44.4 percent. The ID.7 also saw growth, with 76,368 units finding new homes, a 137.2 percent rise.
To put these figures into perspective, Tesla sold 86,261 Model 3s. And while that beat out any individual VW model, it was still down 23.6 percent from 2024.
VW Conquers All…Almost
VW’s strong year wasn’t limited to EVs. It also topped Europe’s plug-in hybrid (PHEV) segment, selling 159,173 units, a 205 percent jump from 2024. That was enough to comfortably beat BMW, with 142,285 sales, followed by Mercedes-Benz at 135,878 and Volvo at 104,270.
The VW brand also led in both gasoline and diesel vehicle sales. Its gas-powered lineup moved 737,821 units in 2025, staying well ahead of Peugeot’s 492,133, despite VW recording a 7.3 percent decline. Diesel sales reached 269,277 units, down 19.4 percent from the previous year, but still enough to edge out Mercedes, which sold 250,326.
Europe’s Top-Selling EV Brands
Brand
Sales
Diff. vs 2024
1
VW
274,417
56%
2
Tesla
238,765
−27%
3
BMW
193,186
15%
4
Skoda
172,100
117%
5
Audi
153,848
51%
SWIPE
Dataforce
Traditional hybrids were the only powertrain segment that VW didn’t take top honors in, as Toyota held the crown with 626,675 sales. Although VW didn’t rank in the top five, things could change this year as it plans to launch the new T-Roc, complete with a hybrid powertrain.
STN EXPO East speakers will not only speak to present day challenges, but how today’s changes could affect student transportation, most notably a potential redirection of educational funding.
The Fall 2025 Fiscal Survey of the States conducted by the National Association of State Budget Officers found that expected fund spending in 23 states will either drop or stay flat in fiscal year 2026. Tim Ammon, owner of Ammon Consulting Group with 25 years experience in the student transportation industry, will present “Navigating the Funding Cliff” session on Friday, March 30 during the STN EXPO East conference. He plans to address the reassessment, realignment and expiration of funding options by the federal and state government and how they will directly impact the funds used for transportation.
Another hot topic in the industry is enrollment changes, which Ammon will discuss regarding how they specifically affect transportation due to funding models, zoning changes, and school site closures. Being aware of these trends as well as economic shifts can aid transportation as Ammon will explain how any necessary budget redesigns and cuts may look different based on district needs and unique situations.
In an era of constant change and oftentimes a feeling of “doom and gloom,” Ammon plans to provide a candid view of potential impacts, how they could affect various states, and what districts might need to do to trim budgets or allocate funds differently. Industry professionals won’t want to miss this informative session to prepare their budgets for the 2026-2027 school year.
Register by Feb. 14 to save $100 on conference registration. The STN EXPO East conference will be held March 26-31 at Embassy Suites by Hilton Charlotte Concord Golf Resort & Spa in North Carolina. Find the conference agenda, exhibitor lists, and hotel information at stnexpo.com/east.
Worldwide EV sales jumped 20 percent to a record 20.7 million.
Europe and China boomed while America actually went backward.
Loss of incentives left US new-car buyers hitting the pause button.
The global electric car party is still raging, but the US has decided to go home to bed early with a nice soothing cup of gasoline. New data shows worldwide EV sales hit 20.7 million units in 2025, up a healthy 20 percent from 2024.
That total was capped by a strong finish, with roughly 2.1 million EVs sold globally in December alone, underlining that momentum elsewhere remained intact through year-end. Almost everywhere on Earth people bought more electric cars. But in North America it’s a different story.
China remained the heavyweight champion with 12.9 million EVs sold, up 17 percent. Europe turned into the surprise star, rocketing ahead by 33 percent to 4.3 million units. Even the rest of the world got in on the action with a massive 48 percent surge to 1.7 million units.
Much of that growth outside the traditional EV strongholds was fueled by a flood of Chinese-built models, as domestic price competition pushed manufacturers to look overseas.
Then we get to North America, which managed a rather awkward 4 percent decline, Rho Motion reports. And it would have been worse if Mexico’s EV sales hadn’t grown 29 percent thanks to an influx of cheap Chinese cars.
In the US, that annual decline masked a sharp late-year swing, with buyers rushing to lock in incentives before September, followed by a steep pullback once those credits disappeared.
Tax-Credit Carnage
The removal of federal tax credits at the end of September pulled the rug out from under the US market, and buyers reacted exactly as you might expect, meaning that EV sales for the full year grew by just 1 percent. Sales spiked in August and September as incentives wound down, then collapsed in the final quarter, dropping nearly 50 percent compared with the previous quarter.
But in Canada, which lost its EV incentives much earlier in 2025, full-year sales tanked by 49 percent.
Analysts now predict US EV sales will shrink by almost a third in 2026. No wonder Ford is scrapping its F-150 Lightning in favor of a hybrid and Ram opted not to bring an electric truck to market at all.
Europe Keeps Plugging In
Across the Atlantic the mood could not be more different. Europe sprinted ahead thanks to stronger subsidies and looming emissions rules. Germany jumped 48 percent and the UK rose 27 percent.
Even France managed to finish the year in positive territory after a slow start. That late recovery in France was driven largely by renewed consumer incentives, after months spent underwater earlier in the year.
Other regions quietly delivered impressive numbers too. Southeast Asia almost doubled sales, South and Central America grew by 49 percent, and South Korea enjoyed a 50 percent rise thanks to new models and government incentives.
Japan, however, stayed stubbornly loyal to hybrids, proving not every country is ready to go fully electric. EV penetration there remained stuck at around 3 percent for yet another year, despite steady gains elsewhere in the region.
Incentives Are Key
The message from the data is clear. Around the world the EV transition is still accelerating, but America had a taste and decided that, without financial sweeteners, it preferred the old menu. Whether that’s a temporary pause or a long detour will depend on politics, prices, and what carmakers do next.
Lotus could slash Eletre prices in Canada by nearly 50 percent.
Eletre currently costs more than a Lamborghini Urus SE in Canada.
EV tariff deal lets some Chinese imports face lower 6.1 percent tax.
The Lotus Eletre might soon become a far more accessible proposition in Canada, thanks to a new trade agreement with China that could take a wrecking ball to the electric SUV’s bloated sticker price. What is now priced well into super-luxury territory may soon fall within reach for a much broader group of buyers.
As in the United States, 100 percent tariffs have pushed the Eletre’s price in Canada into the stratosphere, starting at a jaw-tightening CA$313,500 (about US$226,000 at current exchange rates). That puts it in the same league as a mid-spec Bentley Bentayga and even pricier than the Lamborghini Urus E. In the U.S., things aren’t much better, with a starting price of US$229,000 before delivery.
Tariff Relief
With the new policy in effect, the first 49,000 Chinese EVs imported into Canada each year will now face a reduced 6.1 percent tariff. Lotus claims this will cause the Eletre’s price to “fall sharply by about 50 percent.”
However, it’s worth noting that under the terms of the agreement, half of those 49,000 vehicles are required to start below CA$35,000 (US$25,000), which the Eletre most definitely does not.
Lotus announced the change on Chinese social media, although it stopped short of confirming a new starting price for the Eletre. If it does indeed drop by 50 percent, it could start from around CA$156,000 ($112,500), significantly undercutting the Urus and positioning it closer to the Porsche Cayenne GTS, which starts at CA$134,800 ($97,200).
“Canada has always been an important market with great strategic significance in the global territory of Lotus sports cars,” Lotus Group chief executive Feng Qingfeng wrote in a social media posting. “Users here have a high appreciation for high performance and driving pleasure. We warmly welcome the new tariff optimization policy, which has created a more open and fair market environment for international car brands.”
Lotus currently operates six dealerships across Canada and will no doubt be eager to ramp up sales of the Eletre. The flagship model features a pair of electric motors that combine to produce 905 hp, allowing a 0-100 km/h (62 mph) in a blistering 2.95 seconds and reach a 265 km/h (164 mph) top speed. It also has a quoted WLTP range of 280 miles.
Lotus isn’t stopping with just the all-electric Eletre. A hybrid version is also in the works, offering an alternative path for buyers who aren’t quite ready to go fully electric. Official documents out of China confirm that this variant, called the Eletre For-Me, retains the SUV’s shape and layout but adds a turbocharged four-cylinder engine to the mix.
It’s Lotus’s first step back from its earlier pledge to go EV-only, and while the full specs haven’t been disclosed, early reports point to a combined output of 952 hp, slightly more than the current top-spec Eletre R.
We had a chance to review the all-electric Eletre last year and were pleasantly surprised. It’s quick, feels well-built, and has a beautiful interior that suits the category. Will those qualities be enough to convince Canadians to buy it if the price drops by half?
Canada will cut EV tariffs from 100 percent to just 6.1 percent.
New trade deal caps Chinese EV imports to 49,000 per year.
Ford warns deal risks job losses and US market retaliation.
Canadian Prime Minister Mark Carney says several Chinese carmakers are showing interest in building affordable electric vehicles on Canadian soil, just days after the country signed a new trade agreement with the world’s largest EV manufacturing nation.
Carney met with Chinese President Xi Jinping in Beijing late last week, where the two leaders finalized a deal that will sharply cut tariffs on Chinese EVs entering Canada, dropping them from 100 percent to 6.1 percent. As part of the agreement, a cap will initially limit imports to 49,000 vehicles per year, with half of those required to start below CA$35,000 (roughly $25,000 USD).
Framing the cap as a measured opening rather than a floodgate, Carney pointed out that 49,000 vehicles matches the number of Chinese-made EVs imported into Canada in 2023.
A Cautious Green Light
“We’ve had direct conversations directly from the Chinese companies…and collectively are the world’s leaders in this space, with explicit interest and intention to partner with Canadian companies,” Carney said.
He described the deal as a phased rollout designed to encourage collaboration between Chinese automakers and local firms. “This is an opportunity for Ontario. It’s an opportunity for Ontario workers, an opportunity for Canada, done in a controlled way with a modest start,” he added.
Any Chinese car manufacturer that intends to build EVs in Canada will need to meet the nation’s labor standards, Carney said, and reiterated that he wants to see Canada remain competitive in the auto market well into the future.
“We don’t want to be competitive in the market of 2000, 2010,” he said. “We want to become competitive in the market in the future.”
A Small Slice of the Market. For Now
To address concerns about disruption, Carney pointed out that the import cap amounts to less than three percent of Canada’s annual new car sales, which hover around 1.8 million vehicles. He called the agreement a “modest” first step, noting that a review is built into the deal after three years to gauge market impact.
Perhaps surprisingly, US President Donald Trump said the trade deal was a good one, despite US Trade Representative Jamieson Greer deriding it as “problematic for Canada.” According to Trump, “Well, it’s okay. That’s what he [Carney] should be doing. If you can get a deal with China, you should do that.”
Premier Hits Out
Not everyone is a fan of seeing Canada reduce tariffs on Chinese EVs. Ontario Premier Doug Ford has criticized the deal, claiming it will hurt the local economy.
“By lowering tariffs on Chinese electric vehicles, this lopsided deal risks closing the door on Canadian automakers to the American market, our largest export destination, which would hurt our economy and lead to job losses,” he said, according to CP24.
Unifor National President Lana Payne also voiced concern. “Providing a foothold to cheap Chinese EVs, backed by massive state subsidies [and] overproduction…puts Canadian auto jobs at risk while rewarding labour violations and unfair trade practices,” she said.
Kia has revealed the facelifted Niro in South Korea.
Crossover gets wishbone-shaped DRLs like Kia’s EVs.
Re-profiled trunk lid loses license plate to the bumper.
After bombarding us with EV news earlier this month, including the reveal of the new EV2 and several GT performance models, Kia is showing us that it hasn’t forgotten about its combustion and hybrid models. It’s dropped three images of a compact 2027 Niro crossover fresh from a mid-life makeover.
But there’s still an EV connection to this news, and not just because Kia still sells the Niro with an optional pure electric powertrain. Kia’s designers clearly had the automaker’s sharper-suited electric SUVs in mind when they picked up the scalpel for the Niro update. The front end of the updated Niro borrows heavily from models like the EV2, 3, 5 and 9.
The new nose is squarer and more upright, and it adopts the wishbone-shaped DRLs of its electric brothers. Kia has even managed to draw attention away from the air intakes the combustion car’s radiator needs by giving the Niro an EV-style body-color band between the headlights.
There are no major changes to the central body structure and doors, but the designers have definitely been busy at the rear end. The Niro doesn’t take on the EV models’ Y-shaped taillights, but it does get an entirely new hatch that looks far cleaner and more modern.
It’s similar to the one on the ICE-powered Sportage SUV, and that means the license plate has been moved down to the rear bumper. We can also see a new black panel that echoes the boomerang shape of the rear lights, and the whole shebang rides on new 18-inch wheels, Kia says.
Screen Refresh
The updates aren’t restricted to the Niro’s exterior. Inside, it gets a redesigned upper half of the dash featuring same conjoined, twin-12.3-inch digital displays you’ll find on the numbered EV models and also the latest Sportage, plus a new-look two-spoke steering wheel.
Hybrid or EV?
Kia revealed the Niro’s new look in Korea, adding that we’ll find out more about the MY27 crossover in March. So we might have to wait until then to learn whether there are any changes to the drivetrain.
The current Niro comes with a choice of 139 hp (141 PS) 1.6-liter hybrid and 180 hp (183 PS) 1.6 plug-in hybrid petrol engines, though it’s also available in some markets as a 201 hp (204 PS / 150 kW) EV with a 253-mile (407 km) EPA range.
A Kia official said, “The New Niro, which has maintained its heritage as the first eco-friendly SUV, will provide high customer satisfaction with excellent usability based on practical value as well as a high-quality design that reflects the latest trends.”
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