We consider what recent headlines mean to the school transportation industry: proposed updates to the Clean School Bus Program, Blue Bird fully acquiring Micro Bird, Trump tariffs being struck down and safety conversations at STN EXPO East this March.
Mike Ippolito, chief operating officer of School Radio, discusses the future of bus communications – including multi-carrier SIM cards and satellites – and what school districts looking to the future should know to maximize safety and efficiency. Real-world emergency scenarios and radio as a service are also examined.
Rivian is expanding its service network ahead of the R2’s launch.
More than 50 new service centers are scheduled to open soon.
Company is also hiring new techs and adding mobile service vans.
Rivian is gearing up to introduce the R2 next month and the company is preparing for its arrival by announcing plans to open dozens of new service centers. This should help the company deal with the influx of new customers caused by the roughly $45,000 EV.
While the automaker didn’t give firm numbers, they said more than 50 new service centers are scheduled to open through next year. This will push the total number of facilities past the 150 mark.
Rivian didn’t say where these centers will be located, but confirmed “multiple locations and larger sites” with higher capacities are planned for markets where their vehicles are popular. On the flip side, in remote areas, the company will focus on mobile service.
Speaking of mobile support, Rivian plans to increase its fleet of service vans by 50% this year. The company noted this is what customers prefer and they’ll be “enhancing onboard tools and technician training so we can perform more services remotely, including routine maintenance like tire rotations.”
The company has also hired and trained more than 1,000 service specialists in the past year and that practice will continue. This has reportedly resulted in a 35% reduction in wait times for service.
Software Updates
In other Rivian news, the company recently announced a handful of software updates including a new Apple Watch app. It enables users to lock and unlock doors, vent the windows, and adjust the climate control system – among other things.
The automaker also updated software in Gen 1 Quad-Motor as well as Gen 1 and 2 Dual-Motor R1s. Thanks to the change, Sport Mode now has a higher ride height option known as Standard. The company also extended Sport mode to Dual-Motor variants, which “unlocks optimized power delivery and quicker acceleration.”
Other highlights include Launch Mode as well as a “Lower” setting, which reduces the ride height by about an inch to ease entry and egress. There’s also a new cold weather indicator that shows “exactly how much energy is being used to keep your battery warm.” It will also show how much range is “temporarily unavailable until the [battery] pack reaches its optimal operating temperature.”
Mazda says the CX-6e is a clear step beyond the 6e.
Working with Changan brought a steep learning curve.
Those lessons will shape Mazda’s future in-house EVs.
Mazda has moved on from the niche MX-30 crossover, reshuffling its fully electric lineup in China and select global markets, though not North America, with the 6e sedan and the CX-6e SUV. The two mechanically related EVs arrived in quick succession, yet a senior Mazda Europe executive says there is a noticeable development gap between them, largely due to the steep learning curve that came with partnering up with Changan.
Christian Schultze, Director of Technology Research at Mazda Europe, explained the process in an interview with AutoRAI. Both models are heavily based on the Deepal L07 sedan and S07 SUV from Changan’s dedicated EV brand, adapted for global markets under the Mazda joint venture.
Bridging Cultures Through Engineering
So what actually separates the Mazda 6e, launched in 2024, from the CX-6e that arrived a year later? According to Schultze, progress came in increments.
“I’d say we’ve taken another half-step forward. The 6e was the first joint development with our partner Changan Mazda Automobile for a car that would be sold in Europe. That was a huge learning experience for them, because they had never before developed a car specifically for the European market. It was also a learning experience for us, because we suddenly had to explain much more than we were used to heading into Hiroshima.”
Schultze explained that while the R&D center in Hiroshima works seamlessly with the European team, adding Changan Mazda Automobile changed the dynamic. The shared understanding required for such projects had to be built from the ground up, a process that took more time and effort than Mazda initially expected.
Despite looking almost identical to the Chinese-spec Mazda EZ-6 sedan and EZ-60 SUV, the European versions had to meet different regulations. That proved challenging for engineers unfamiliar with European requirements.
“When we develop a car together with Hiroshima, we essentially already get about 98 percent of what we’re looking for. Then it’s mainly just fine-tuning here and there. With Changan Mazda Automobile, we had to go much further back to basics,” he said.
“For example, they had never created a setup for European radar systems. We had to explain the requirements and why they were important. What we appreciated was how quickly they responded and how willing they were to understand. But we first have to convey that understanding.”
Schultze noted that the SUV’s electric motor is a “further development,” offering “greater efficiency and a higher continuous power output” than the sedan. That fits with Mazda’s philosophy of making each new model incrementally better.
The Mazda 6e sedan currently sold in mainland Europe and the UK produces 255 hp (190 kW / 258 PS) in Standard Range form and 241 hp (180 kW / 245 PS) in Long Range trim. The CX-6e retains the higher output with the larger 80 kWh battery.
“We’re pursuing a strategy where we collaborate with partners, for example, in the field of electric vehicles, and develop our own electric models. Our roadmap shows that one of the next EVs will be based on a fully Mazda-owned platform. Moreover, our insights are growing every day, thanks in part to market feedback. For example, we learned a lot from the reactions to the Mazda 3, and those insights have been incorporated into our internal objectives. The same applies to the lessons we’re learning from the CX-6e.”
He also highlighted how modern technology allows continuous improvement without waiting for a facelift or full generational change.
“The great advantage of today’s world is that many systems are digital or electronic. This means we can implement improvements even during ongoing production. In the past, in the purely mechanical world, if a switch felt too heavy, it would stay that way for four years until the next model change. Fortunately, those days are behind us.”
The new Freelander will be based on Chery’s T1X platform.
JLR is expected to sell the SUV in both EV and EREV guises.
Freelander becomes a sub-brand with multiple models.
Land Rover is not only working on a smaller Defender, but it is also dusting off the Freelander badge for something altogether more targeted. This time, the name returns on an all-new, rugged SUV built specifically for China, and if these spy shot-based renderings are on the money, it will not be shy about looking the part.
The project is being handled by the Chery Jaguar Land Rover joint venture, better known as CJLR. Underneath, the new Freelander will sit on Chery’s existing T1X platform, which already underpins various Jaecoo, Omoda, and Chery SUVs. In plain terms, that means lower development costs and a much quicker route to market. Reinventing the wheel is expensive. Borrowing one from the parts bin is not.
Interestingly, Land Rover won’t simply revive the Freelander name for a single model. Instead, it is spinning the name into its own sub-brand, with the potential to spawn several models over time. The first of these SUVs has been spied testing under heavy camouflage, leading to these detailed renderings from Nikita Chuyko for Kolesa.
Based on recent spy shots, the first Freelander looks reassuringly boxy, exactly what you would expect from something wearing a Land Rover badge. Up front, it appears to feature slim headlights with simple DRLs, flanked by blacked-out split grilles and capped off with a hood that carries a noticeable bulge.
Similarities could also be shared with the larger Defender, particularly with the smooth profile of the side doors and the blacked-out roof and pillars. Like the previous Freelander, this new model features angled C-pillars painted in the same shade as the lower body.
The rear styling may prove more divisive. The renderings show small taillights mounted just above the bumper, which gives the back end a slightly awkward stance. Here’s hoping the lights of the eventual production model are positioned a little higher on the fascia. If not, it risks drifting into the same visual territory that has drawn mixed reactions for the current Hyundai Santa Fe.
Technical details about the new Freelander have not been confirmed, but it’s expected to be offered in both battery-electric and EREV guises. Production will be handled by the CJLR plant in Changshu.
Spy Shots: Chery-JLR Freelander SUV for China
Freelander is a new brand under Chery-JLR. The Chinese name is 神行者 (Shén Xíngzhě). Freelander will manufacture various SUVs based on Chery platforms.
The spy shots show a boxy off-road-style SUV during winter tests in Northern… pic.twitter.com/IduwHRG5vw
Europe’s new car market didn’t exactly start the 2026 race in a flurry of smokey wheelspins. Registrations across the EU, UK, and EFTA slipped 3.5 percent year-on-year to 961,382 units in January. But beneath that soggy headline number, one brand was busy throwing its own party.
And it wasn’t Tesla. Across the EU, UK, and European Free Trade Association (EFTA) regions combined, Tesla registrations dropped 17.0 percent to 8,075 cars in January. That left the American EV giant with a 0.8 percent market share, down from 1.0 percent a year earlier, according to data from industry body ACEA.
It was also Tesla’s 13th consecutive month of declining sales in Europe, a reminder that this is no short-lived dip.
BYD, meanwhile, went into overdrive with its mix of EVs and hybrids. The Chinese brand shifted 18,242 cars across the same region, an impressive increase of 165.0 percent year-on-year (175 percent in the EU alone), and its share climbed to 1.9 percent, more than double Tesla’s slice of the pie.
Dacia’s Fall From Glory
Tesla was far from the only automaker to take a beating in January. Renault Group also had a bruising month, its sales falling 15.0 percent to 83,201 units. That is a slide not too far off Tesla’s in percentage terms, though the Renault brand itself was up 4.4 percent. It was Renault-owned Dacia’s disastrous 35 percent drop that ruined the overall picture.
BMW (down 8.7 percent) and the VW brand (down 11.2 percent) were also left licking their wounds, while sister companies Mini (up 11.2 percent) and Skoda (up 10.1 percent) gleefully rubbed salt in them.
One In Five Cars Now An EV
On the powertrain front, the shift to electrification keeps gathering pace. Sales of battery electric cars climbed 13.9 percent, meaning they now account for 19.3 percent of the EU market in January, up from 14.9 percent a year earlier. And plug-in hybrids climbed 32.2 percent while petrol registrations plunged 25.7 percent and diesel slid 22.0 percent.
Country by country, the picture was mixed. Germany and France both saw total registrations fall 6.6 percent, but their EV registrations jumped by 23.8 and 52.1 percent, respectively. And Norway, always an EV bellwether, endured a dramatic 76.3 percent drop in overall registrations, mostly due to the end of government incentives.
Students boarding and exiting school buses in the loading zone are critical safety moments with the potential for tragedy. At STN EXPO East, longtime school transportation professional Derek Graham will break down safety strategies to mitigate student injuries and fatalities alongside two transportation directors.
Following Graham’s session presenting the illegal passing trends and federal safety recommendations on Sunday, March 30, he returns Monday to moderate the panel “Strategies to Remove Danger from the Loading/Unloading Zone.” Joining Graham are panelists Keba Baldwin from Prince George’s County Public Schools in Maryland, the 2026 STN Transportation Director of the Year, and Kris Hafezizadeh, executive director of transportation and vehicle services at Austin Independent School District in Texas.
Graham will review data from the Kansas Department of Education’s annual survey of school bus loading zone fatalities, looking at incidents where either students were struck by oncoming vehicles or killed by being hit or dragged by the bus itself. With recent headlines of autonomous vehicles either illegally passing school buses or hitting student pedestrians, there are new modern technology concerns for students in the loading zone.
The panelists will discuss how these school bus loading zone incidents need to be viewed in the greater student safety discussion with visuals to illustrate the areas of high concern. They will also cover the integral aspects of tackling this issue, including education, engineering, and enforcement. This will broach topics such as driver training, motorist awareness, predictive lighting and signage technology and working with law enforcement incorporating automatic enforcement systems.
The panelists will discuss the need to present a unified message of safety training to students, drivers, parents and.
Register for the STN EXPO East conference today and receive access to five days of educational sessions, hands-on training, unique networking events, product demonstrations and updates on the latest industry happenings. Find the full agenda and register at stnexpo.com/east.
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.”
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.
The mini Mercedes G-Class will rival Land Rover’s baby Defender.
Underpinning the SUV will be a bespoke ladder frame chassis.
Launches as an EV, but combustion power remains a possibility.
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.
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.
New interiors may debut with the next Polestar 2 and 7.
The current Polestar 3 and 4 rely heavily on one screen.
Polestar also plans to expand its interior color range.
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.
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.
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.
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 for 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.
Polestar plans more BST variants across its future EV range.
CEO points to stronger focus on track and acceleration gains.
BST badge may grow into a full performance sub-brand soon.
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.”
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.
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.
Repairable EV collision claims rose sharply in 2025.
EVs required an average of 1.70 calibrations per estimate.
US EV total loss values fell 6% due to depreciation.
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.
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.
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%.
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.
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 making a big fuss about their upcoming $30k EV.
Affordable options already exist and can be bought now.
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.”
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.
Blue Bird Corporation announced its pending acquisition of the remaining 50-percent equity interest in Micro Bird, a joint venture with Canadian bus manufacturer Girardin Minibus. The $198.2 million deal, which values Micro Bird at $429.6 million, is expected to close by the end of the second quarter, pending regulatory approval and customary closing conditions.
The OEM confirmed Micro Bird President Eric Boule and his current management team continue to oversee day-to-day operations.
The Micro Bird brand originated in the mid-1970s, when Blue Bird introduced its first Type A school bus built on a cutaway van chassis. Blue Bird entered a supply agreement with Girardin Minibus in 1992 to build the Micro Bird in Quebec. The most recent joint venture between Blue Bird and Girardin was signed in 2009, which created Micro Bird, Inc.
The transaction announced Tuesday is funded through a combination of 70-percent stock and 30-percent cash. It includes the $16.5 million purchase of Micro Bird’s new manufacturing facility in Plattsburgh, New York and the transfer of its OEM service parts inventory for $400,000, according to a company presentation on the deal strategy and structure. Blue Bird said it plans to issue 2.7 million shares to fund the stock portion and use $154.2 million in cash for the remainder.
Blue Bird said the acquisition is expected to enhance the company’s market share in the K-12 student transportation industry by expanding its product portfolio to include a comprehensive lineup of Type A, C and D buses powered by diesel, gas, propane, and electric powertrains. The deal will also double Micro Bird’s addressable market in the U.S., thanks to its compliance with Buy America requirements, and strengthen Blue Bird’s presence in Canada.
The transaction is projected to be immediately accretive to earnings, with an estimated 8.2 percent increase in earnings per share in fiscal year 2026. Blue Bird’s pro forma revenue is expected to grow from $1.5 billion to $1.9 billion, while adjusted EBITDA is forecasted to increase from $225 million to $250 million. The company said it anticipates long-term revenue growth to reach $2.5 billion by 2030, with an EBITDA margin exceeding 15 percent.
Micro Bird, known for its high-quality school, commercial and electric buses, is well-positioned for long-term growth. Blue Bird said the acquisition will enable it to leverage Micro Bird’s expertise in electric vehicle technology, streamline development and expand into adjacent markets such as commercial and specialty vehicles as well as drive engineering efficiencies, enhance market share, and deliver value to shareholders through profitable growth and stock buybacks.
EV owner satisfaction has reached an all-time high.
Best models come from Tesla, BMW, and Cadillac.
Most EV owners would consider getting another one.
Electric vehicles have come a long way in the past few years, and the progress is finally showing up where it matters most: in owner satisfaction. According to the latest data, these steady gains in technology and infrastructure are translating into record-high approval from drivers.
That’s the verdict from JD Power’s 2026 U.S. Electric Vehicle Experience Ownership Study, which found premium EV satisfaction climbed from 756 points last year to 789 in 2026. Mainstream EVs also improved two points to hit 727 out of 1,000.
The highest rated premium EVs were the Tesla Model 3 (804), Tesla Model Y (797), and BMW i4 (795). On the flip side, the new Audi Q6 e-tron came in dead last at 690. It placed well below the Lucid Air (740) and Rivian R1T (739).
Segment Standouts And Stragglers
On the mass market side of the equation, the Ford Mustang Mach-E took top honors with a score of 760. The electric pony car was followed by the Hyundai Ioniq 6 (748) and Kia EV9 (745). Interestingly, the two lowest rated EVs were the Chevrolet Blazer EV (711) and Honda Prologue (623). That’s a huge point spread considering both models are built by GM and have a lot in common.
Of course, things aren’t completely straightforward as the study examined ten different factors. This includes the “accuracy of stated battery range, availability of public charging stations, battery range, cost of ownership, driving enjoyment, ease of charging at home, interior and exterior styling, safety and technology features, service experience, and vehicle quality and reliability.”
Encouragingly, 96 percent of EV owners said they would consider buying or leasing another one and the study also found quality has improved. That’s especially true of premium EVs, which had 15.9 fewer problems per 100 vehicles compared to last year. This brought the total down to 75 and JD Power said this was driven by noise improvements as well as fewer problems with driver assistance technology.
Is Charging Still A Concern?
The study also found that EV drivers are becoming more satisfied with public charging. Scores climbed by over 100 points and this is being attributed to growing charging infrastructure as well as the opening of Tesla’s Supercharger network to other automakers.
Last but not least, EV drivers are more satisfied than those with plug-in hybrids. Premium EVs scored 114 points higher than their PHEV rivals, while mainstream electric vehicles had a 117 point advantage. Part of this can be chalked up to the cost of ownership as plug-in hybrid drivers have to deal with a more complex powertrain that involves gas and electricity.
In a statement, JD Power’s Brent Gruber said “Improvements in battery technology, charging infrastructure and overall vehicle performance have driven customer satisfaction to its highest level ever. What’s more, the vast majority of current EV owners say they will consider purchasing another EV for their next vehicle, regardless of whether they benefited from the now-expired federal tax credit.”
CHP warned cold weather drains EV batteries faster.
The alert came after a Rivian R1S ran out of charge.
The incident took place in snowy Truckee, California.
California is known for its beach vibes, but the state’s climate offers a little bit of everything. That’s especially true in the mountain town of Truckee, which reportedly received more than 10 inches of snow in the past 24 hours.
While snow is a fact of life in the Sierra Nevadas, some people aren’t used to the cold conditions. That appears to include a Rivian R1S driver, who discovered how weather can impact range.
On Facebook, the California Highway Patrol posted a short clip of an R1S that apparently ran out of juice in the middle of a snow covered intersection. Authorities didn’t say what happened, but the video was accompanied by a message saying “Cold weather drains batteries faster than you think. If you’re rolling over the Summit, make sure your charge level matches your confidence level.”
They also advised drivers to charge up, slow down, and carry snow chains. While that’s a good reminder, police appeared to mock EVs and the driver as the post was tagged #ItsElectric and #MakeGoodDecisions.
Last week, they joked about a Tesla driver who lost control and went down an embankment. In that post, they said “Chain control was lifted earlier this morning and some of you took that as a personal challenge to full send anyway.” It was accompanied by an assortment of tags including #MakeGoodDecisions, #DonnersGonnaDonner, and #SlowYourRoll.
This appears to be a common theme with the Truckee post, but the criticism isn’t limited to EV drivers. Some people seem to get a kick out of this as one popular comment was “My new winter goal is to not be featured on your social media page.”
Chain control was lifted earlier this morning and some of you took that as a personal challenge to full send anyway….
A touchless car wash tore off a Rivian R1T roof panel.
Clips and adhesive were ripped loose in the incident.
Repairs may require interior trim removal for access.
A Rivian R1T owner has just learned the hard way that “touchless” does not mean “harmless.” Sure, these washes skip the spinning brushes, but that does not make them gentle. As it turns out, high-pressure water and moving hardware can still do a number on a six-figure electric pickup.
Posting on Reddit, the owner says he recently took his R1T through a touchless car wash for the first time when a black plastic panel at the rear of the EV’s roof suddenly popped off. That panel covers a fair bit of electronic gubbins, including the antenna, and is secured with clips and adhesive. Obviously, it is meant to stay put.
Photos show several of those clips torn loose, with adhesive strips peeled back as if the truck had tried to shed its own roof trim. It would be easy to blame water pressure or the industrial-strength dryers at the end of the tunnel, but that does not appear to be what happened.
According to the owner, one of the wash’s spraying arms became lodged under the roof panel, apparently misjudging the height of the pickup. Instead of gliding past, it hooked underneath and pried the piece upward. Not exactly part of the premium wash package.
Some commenters on the Reddit thread suggest that in order for Rivian to repair the rear roof panel, it’s possible that part of the interior will have to be removed to gain access to all of the wires positioned beneath the panel. Additionally, the third brake light of the R1T is positioned directly above the rear window near this panel, and may also need to be replaced.
Then there’s the matter of who will end up paying for the repairs. The owner says the car wash’s insurance will cover the costs, though that likely means a round of negotiations between insurers before any money changes hands. In the meantime, the damaged truck could spend weeks, possibly longer, waiting in a body shop bay for parts and repairs. So much for a quick rinse.
Tesla drops Autopilot term in California to avoid license suspension.
Brand’s new models now only come with cruise control as standard.
EV buyers are being pushed towards $99 FSD subscriptions instead.
After years of sparring with California regulators, Tesla has agreed to stop using its famous Autopilot term in the state, neatly sidestepping a 30-day suspension that would have frozen sales in its biggest US market with nearly 180,000 deliveries last year.
The California Department of Motor Vehicles (DMV) wasn’t amused by Tesla’s marketing language, arguing that phrases like “Autopilot” and “Full Self Driving Capability”, later softened to “Full Self-Driving (Supervised)”, gave buyers the impression their cars could drive themselves. The DMV pointed out that they can’t now, and never could, operate as autonomous vehicles.
The formal accusations were filed in 2023, though regulators traced the issue back to marketing language used as early as May 2021. At the time, Tesla described its system as capable of handling short and long-distance trips with no action required by the person in the driver’s seat, a claim the DMV said crossed a legal line.
60 Days To Find A Fix
A judge agreed and proposed suspending Tesla’s dealer and manufacturer licenses for a month. That would have been awkward timing for a company trying to convince the world that robotaxis are just around the corner. The DMV offered Tesla 60 days to fix the issue before the suspension started, and instead of digging in, Tesla wisely took corrective action.
“The DMV is committed to safety throughout all California’s roadways and communities,” said DMV Director Steve Gordon. “The department is pleased that Tesla took the required action to remain in compliance with the State of California’s consumer protections.”
So Autopilot, as a marketing term, is now gone in California (though you’ll still find it on the brand’s EVs elsewhere in the world). The company had already softened Full Self Driving into Full Self Driving Supervised to make it crystal clear that, no, the car is not fully autonomous. By complying with the deadline, Tesla avoided the suspension and kept the revenue rolling in.
Autopilot Feature Phased Out
This is not just a word swap, though. We reported last month that Tesla had already begun phasing out the previously standard Autopilot system on its cars, replacing it with Traffic Aware Cruise Control and pushing buyers toward a $99 per month Full Self Driving subscription.
Lane centering that rivals include as standard now lives behind a paywall, and CEO Elon Musk has hinted that the subscription price could rise over time. From a business perspective, it’s clever, but from a branding perspective, it looks like a climbdown.
Autopilot was one of Tesla’s most recognizable terms, though it was also one due to be left behind in the coming years as the far more sophisticated FSD improves to the point where it really can deliver full self-driving.
Jony Ive admits anxiety before the Luce’s big reveal.
Ferrari’s first EV pursues a singular, radical design.
It debuts in May ahead of its planned 2028 launch.
Ferrari is no stranger to controversy, and it rarely shies away from it either. Its upcoming all-electric Luce could turn out to be the most polarizing project yet. The man behind the design, Jony Ive, Apple’s former design chief who shaped the iPhone and several other era-defining products, admits he is feeling the pressure.
That seems like a perfectly reasonable response with a historic unveiling just two months away, especially when you are tasked with redefining what a Ferrari is supposed to be in the modern era.
This isn’t just another EV launch after all. It is Ferrari, a brand built on racing at the highest levels and on exciting V12 supercars, sometimes only obtainable through wild buying rituals, and now venturing into the silent world of EVs.
A Defining Electric Debut
SHProshots
Calling it a big deal would be a massive understatement, which is probably why Ferrari hired Ive and fellow designer Marc Newson for the task of shaping the Luce.
The exterior, in fact, has been penned by LoveFrom, the design house founded by Ive and Australian designer Newson, which makes this less a routine Ferrari project and more a collision between Maranello and Silicon Valley minimalism.
Speaking to Autocar, Ive openly admitted that he’s “anxious” about revealing the car to the world. It’s not concern over the design itself that sparks that feeling, but instead the gravity of just how big this moment is for Ferrari. He called it “still clearly a Ferrari,” but went on to say that “It’s a different manifestation based on some of the beliefs around simplicity and the inherent beauty of something.”
On the flip side, his co-designer, Newson, highlighted the freedom offered with such a project. “One of the great and serendipitous sort of things is that this is an electric vehicle, the first electric Ferrari, right? So that afforded us a degree of freedom that perhaps we would otherwise have not had: literal physical freedom or creative freedom… on many levels here,” he said.
Inside The Luce Philosophy
At this stage, we’ve already seen official bits of the interior. The brand unveiled the dash earlier this month. It’s quite the departure from other modern Ferraris. That’s key because Ive and Newson say that the entire car has a “consistency and a singularity” about it.
Ive has also stressed that there is “no disconnection” between the exterior and interior, noting that both were designed simultaneously rather than by separate departments. In his view, that approach results in a complete package that feels cohesive rather than pieced together.
What we also know so far is that the Luce will be a four-door, four-seat GT with a ride height similar to the Purosangue, and that it will feature a 1000hp four-motor powertrain. Ive has hinted that the car will be “big” in its proportions and just as radical on the outside as it is within.
Will The Luce Use Rear-Hinged Doors?
SHProshots
To that end, we wonder if the exterior will be far more retro-futurist than previously expected. While Ive was talking about the new Luce, our spies caught another heavily disguised prototype undergoing testing in northern Sweden this week.
Like earlier Luce testers, this one was wrapped in makeshift panels from top to bottom, making it extremely difficult to interpret what is happening underneath beyond a general sense of its proportions and size.
One detail our photographers did catch appears to be a set of door handles, circled in red, positioned just under the B-column in the middle section. According to our photographer, the Luce may be using suicide-style rear doors that open toward the front of the vehicle, similar to the Purosangue. This has not been officially confirmed, and it could just as easily be Ferrari engaging in a bit of cheeky misdirection.
We will know for certain in May, when Ferrari finally unveils its first EV.
We discuss the potential impact of the national jobs report on school district budgets, the DOT’s non-domiciled CDL final rule and cutting-edge technology takeaways from the Geotab Connect conference.
“It’s all about service: I went from servicing my country to now servicing my community.” Bernando Brown, director of student transportation for DeKalb County School District in Georgia, shares how his military experience shaped his work ethic, leadership style and focus on training and mentorship. He also discusses handling retention, budgeting and operational challenges.
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