The U.S. Navy confirmed on Friday, April 10, that it is giving up on the long-delayed overhaul of the nuclear attack submarine USS Boise. The failed...

As electric platforms reshape proportions, design identity is facing a quiet but meaningful test across the industry. BMW has stirred up an online storm of controversy with its latest i3 electric Sedan. Set to complement the petrol-powered 3 Series, its Neue Klasse styling and stance have divided opinion far and wide.

See: BMW Showed Just Enough Of The i3 Touring For Someone Else To Finish The Job

The good news is BMW has confirmed the NA0-coded i3 will get a touring variant to dial back some of the sedan’s less flattering aspects, but a two-door coupe feels like a more natural extension of the range. Curious? Read on as we put pen to pixel and envisage what it might look like.

Keeping The Good Bits

Let’s address the elephant in the room – styling. BMW has a long history of iconic design, from strong axle-to-dash ratios to twin kidney grilles, the Hofmeister Kink, and balanced proportions. The i3 Sedan, however, rewrites that familiar playbook in ways that feel unfamiliar. Its front-drive proportions still read as athletic, yet the upright stance exudes nervousness.

See: Hyundai’s New Pickup Truck Will Be Everything The Santa Cruz Refused To Be

Our study keeps the better aspects of the i3, but translates it into a more svelte two-door form. We’ve lowered the roofline, elongated the doors, and given it a tighter glasshouse, with better proportions skewed toward visual dynamism rather than rear-seat usability.

The leading edge of the facia now leans forward in a shark-nosed fashion, and the grille’s lighting signature now has three-dimensional depth to avoid the perspective distortion that plagues the sedan’s nose. Out back, we envisage bolder haunches, a ducktail spoiler and slimmer, 3-dimensional OLED taillights.

Digital Drive

The interior of the new BMW i3 sedan.

Inside, the i4 coupe would ideally mirror the sedan’s radical shift in cabin philosophy, and its Panoramic IDrive display stretching across the dashboard. However, we’d ditch much of the touch-sensitive interfaces (including that steering wheel) for physical controls and swap the dash for one that’s more driver-oriented.

Also: Bentley Hasn’t Shown The Barnato SUV’s Face Yet, So We Did It For Them

Despite its coupe format, a practical 2+2 layout will be central to the deal, and largely retain the same 114.1 in (2,898 mm) wheelbase as its four-door donor car. Chassis tuning would likely skew sportier than the sedan, with adaptive dampers, rear-wheel-drive bias, and near 50:50 weight distribution forming the baseline.

Volts To Velocity

Like the sedan, the i4 coupe uses BMW’s sixth-generation eDrive system, which is built around cylindrical battery cells and an 800-volt electrical architecture. Battery capacity would sit around 75–90 kWh usable, delivering up to approximately 600 km (WLTP) or 440 miles (EPA) depending on configuration.

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

Output for the dual-motor i4 50 xDrive model could exceed 463 hp (345 kW) and 476 lb-ft (645 Nm) of torque. A thumping i4M variant would amp the pace, with quad motors generating close to 1000 hp, and a rear-drive mode that decouples the front axle.

Future Outlook

BMW has not announced plans for an i4 coupe, so its arrival remains speculative. However, with Neue Klasse models forming the backbone of BMW’s next-generation EV strategy, additional bodystyles beyond the i3 sedan and wagon appear inevitable.

Would you love to see the i4 coupe come to life, or rather a straight-six-powered ICE version? Share your thoughts in the comments below.

Kia’s EV9 arrived in Australia two years ago as the first fully electric SUV with three rows, and it didn’t try to blend in. The styling leaned hard into concept car territory, all sharp edges and presence, and it marked a turning point for the Korean brand as it pushed further upmarket. Locally, it wasn’t just another launch. It felt like a statement piece, and arguably the most important model Kia had put its name on in years.

In the two years since its launch, the segment hasn’t exactly exploded into life. Australia’s three-row EV space is still oddly thin, with only the Volvo EX90 and the sorted Hyundai Ioniq 9 joining the conversation so far. There’s also the looming arrival of the seven-seat Tesla Model Y L, which technically has three rows, in the same way a folding chair technically counts as living room furniture.

Review: The 2026 Ioniq 9 Calligraphy’s Biggest Threat Is Hyundai Itself

The question is, two years on, does the EV9 still hold the same appeal it had when it first launched, or has it been overshadowed by some of the newer competition? We spent a week with the mid-range Kia EV9 Earth to see where it now stands.

QUICK FACTS

Local prices for the EV9 have remained steady since the model’s introduction. While this is a good thing, it still remains pricey. The range starts with the Air, priced from AU$106,404 ($75,100) when factoring in all the on-road costs and fees, while the Earth we lived with kicks off from AU$119,273 ($84,231).

Then there’s the performance-focused GT, set to arrive shortly and expected to start just shy of AU$150,000 ($106,000). At that point, you’re not just shopping for a big electric SUV. You’re making a fairly serious financial statement.

Photos Brad Anderson/Carscoops

There’s a lot to like about the mid-range EV9 Earth on paper. It uses the same powertrain as the GT-Line, meaning there’s a 99.8 kWh battery pack and a pair of electric motors boasting 283 kW (380 hp) and 700 Nm (516 lb-ft) of torque. By comparison, the base model has a smaller 76.1 kWh pack and just a single, rear-mounted electric motor.

Kia quotes a solid driving range of 512 km (318 miles) in the EV9 Earth, the most of any model, as well as a 0-100 km/h (0-62 mph) time of 6.0 seconds. This is down from the GT-Line’s 5.3-second time and likely has to do with some electronic trickery, given it has the same powertrain.

Spacious, Functional, But A Bit Drab Interior

Photos Brad Anderson/Carscoops

Given the large footprint of the EV9, it should come as no surprise that the interior is absolutely vast. It’s a proper seven-seater – or six-seater when configured with the captain’s chairs – yet you quickly get used to the size of it.

Like other EV9 variants, as well as many other Kia EVs, the dashboard is dominated by a 12.3-inch infotainment display, a 5-inch climate control panel, and a 12.3-inch digital gauge cluster.

The implementation of the climate control screen leaves a little to be desired. It’s sandwiched between the two larger displays and is completely blocked by the rim of the steering wheel. Fortunately, Kia has included physical switches for the temperature and fan speed further down on the dash, so I very rarely had to use the screen to make adjustments. Even still, we’d prefer a narrow, horizontal display below the air vents for the climate settings.

Photos Brad Anderson/Carscoops

Just a few months ago, we drove the Hyundai Ioniq 9, a vehicle that shares its underpinnings with the EV9. Australia only gets that model in flagship Calligraphy guise, priced from AU$128,413 ($90,700), and while it’s more expensive than the EV9 Earth, the interior feels far plusher.

This isn’t to say the cabin of the EV9 is a disappointment. In fact, it’s very nice. But, whereas Hyundai has used a host of different colors, materials, and shapes in the Ioniq 9, the cabin of the EV9 is rather drab, offered exclusively with black artificial leather. There are no metal accents, or even faux metal parts, and instead just a bunch of leather (which isn’t particularly soft), small pieces of fabric on the dashboard and door panels, and plenty of black plastic. We’d expect more at this price point.

Functionally, the interior is great. Wireless Apple CarPlay and Android Auto come standard, although the Earth misses out on the head-up display of the GT-Line. It also does without Parking Collision Avoidance Assist – Forward, Kia’s relaxation seats, dual sunroof, rear privacy glass, small cube LED headlights, alloy sport pedals, premium door scuff panels, second-row sun blinds, and a 14-speaker Meridian sound system. Instead, it makes do with an 8-speaker system that’s adequate, but not particularly inspiring.

Photos Brad Anderson/Carscoops

There’s no knocking the space or comfort on offer, however. The front seats are great, as are the ultra-soft headrests. There are also plenty of charging ports, as well as heated and ventilated functions for the front seats.

Similarly, the second-row is incredibly spacious with ample legroom and headroom, even in the middle seat. Thanks to the upright roofline, there’s even plenty of headroom at the rear and slightly more than in the Ioniq 9. Cargo space is also good, with 828 liters (29.2 cubic feet) if the third row is folded down, and 2,318 liters (81.8 cubic feet) if the second- and third-row seats are folded away.

A GT Badge Isn’t Needed For Performance

While the Kia EV9 Earth isn’t marketed as a sporty SUV, unlike the GT-Line and GT models, it certainly has a sporty edge to it.

Unlike the Ioniq 9 Calligraphy, which has more power than all EV9 models bar the flagship GT, the EV9 doesn’t waft down the road quite the same. Instead, it rides noticeably firmer and has a more dynamic edge to it. This isn’t to say it feels like an out-and-out performance car, because it doesn’t, but it’s clear Kia’s engineers were eager to create something that driving enthusiasts like ourselves would appreciate.

It’s very common for big EVs to ride quite firmly – hardly a surprise given how heavy they can be. While the EV9 does lean towards firmness rather than suppleness, even in Earth configuration, it still remains comfortable and soaks up bumps nicely, almost as well as a high-priced European rival.

Photos Brad Anderson/Carscoops

Thanks to the suspension setup, the EV9 handles surprisingly well and offers a tremendous amount of grip given its size. The Nexen tires aren’t the most premium option, given the SUV’s hefty price tag. By comparison, the GT-Line rocks Continental rubber. Kia has done a commendable job of keeping the cabin quiet, eliminating any excessive tire or wind noise, even though the EV9 has a front area like a semi-truck.

Read: 2026 Kia EV9 GT Is A Family Hauler With Fake Gear Shifts That Hits 60 In 4.3 Seconds

The steering has a nice weight, even though it’s largely devoid of feel. Similarly, the brakes have been well-tuned, and there’s no noticeable crossover between the regenerative braking and the mechanical units. Like other Hyundai and Kia EVs, the regen can be adjusted on the fly with the paddle shifters.

Annoyances with the EV9 are few and far between, although the driver monitoring system is a little overactive, beeping and flashing even if you just take your gaze away from the road for a moment, even if that’s just to look in the mirrors. In addition, the multimedia shortcut buttons, incorporated into the dash with haptic buttons similar to what’s found in the Nissan Ariya, are very hard to use on the move.

The EV9’s 800-volt electrical architecture means the battery pack can be charged from 10-80 percent in just 24 minutes, which is impressive given the 99.8 kWh pack is quite sizeable. Yes, there are some Chinese brands that have pushed charging speeds to new levels in recent years, but the EV9 is more than adequate in this department.

In news that won’t surprise you, efficiency leaves a little to be desired. Kia quotes 22.3 kWh/100 km, but we ended up averaging 23 kWh/100 km, and that was driving almost exclusively in the Eco mode, always in one-pedal driving on a mix of urban roads and highways.

Verdict

Photos Brad Anderson/Carscoops

The Kia EV9 has been a relatively strong performer for the brand ever since it was launched. In Australia, 269 examples were sold last year, and while that was down 50 percent from the year prior, it did outsell the Volvo EX90, which shifted 209 units. In the US, sales have been in freefall since the $7,500 federal EV tax credit was scrapped, and in 2025, 15,051 were sold, down from 22,017 the year prior.

Should Kia be panicking? Probably not. The market for all-electric, three-row SUVs will never be huge, and a drop in demand doesn’t mean the EV9 has somehow become less appealing since its introduction. Indeed, it is just as good now as it ever was.

However, not only does it have to deal with competition from within the Kia stable, such as from the Sorento and the Telluride, but shoppers also need to be convinced to buy it over the Hyundai Ioniq 9 which is better, even if it costs a little more. Like so many other EVs, it will likely remain most appealing to those only interested in owning an electric vehicle, not necessarily a spacious seven-seat SUV that provides the best value for money. If you’re still after that, Kia’s hybrid alternatives might be a better option.

Photos Brad Anderson/Carscoops

A major study suggests that when you eat could play a key role in staying lean. People who fast longer overnight and start their day with an early breakfast were more likely to have a lower BMI years later. Scientists think this is because eating earlier aligns better with the body’s internal clock. But skipping breakfast as part of intermittent fasting didn’t offer the same advantage—and may even be tied to unhealthy habits.

Scientists searching for air pollution clues stumbled onto something unexpected: toxic MCCPs drifting through the air for the first time in the Western Hemisphere. The likely source—fertilizer made from sewage sludge—points to a hidden route for contamination.

Scientists have achieved the unthinkable by stabilizing a highly reactive molecule in water, confirming a decades-old theory about vitamin B1’s role in the body. The breakthrough not only solves a scientific mystery but could revolutionize greener chemical manufacturing.

Losing your sense of smell might signal Alzheimer’s far earlier than expected. Scientists found that immune cells in the brain actively destroy smell-related nerve fibers after detecting abnormal signals on their surfaces. This damage begins in early stages of the disease, well before cognitive decline. The discovery could help identify at-risk patients sooner and improve treatment timing.

Mars may be hostile, but it might not be entirely unlivable. In lab experiments, yeast cells survived simulated Martian shock waves and toxic perchlorate salts—two major environmental threats on the Red Planet. Their secret weapon was forming protective molecular clusters that shield critical cellular functions under stress. Without these defenses, survival plummeted, pointing to a potential universal strategy life could use beyond Earth.

A major international effort has produced an ultra-precise measurement of the Universe’s expansion rate, confirming it’s faster than early-Universe models predict. By linking multiple distance-measuring techniques, scientists ruled out simple errors as the cause of the discrepancy. The persistent “Hubble tension” now looks more real than ever. It could mean our current model of the cosmos is incomplete.

Putting on weight earlier in life may be more dangerous than previously thought. Researchers found that early adulthood obesity significantly raises the risk of premature death, especially from major diseases like heart disease and diabetes. The longer the body carries excess weight, the greater the damage appears to be. Interestingly, cancer risk in women didn’t follow this pattern, suggesting other biological factors are at play.

Researchers have uncovered why a rare blood clotting disorder can occur after certain COVID-19 vaccines or adenovirus infections. The immune system can mistakenly target a normal blood protein (PF4) after confusing it with a viral protein. This triggers clotting in extremely rare cases. The breakthrough means vaccines can now be redesigned to avoid this reaction while staying effective.

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Madison poll workers on Election Day counted 23 absentee ballots that arrived at four polling places after 8 p.m. Tuesday, despite a state law requiring that absentee ballots be “delivered to the polling place no later than 8 p.m.” in order to be tallied.  

The law provides no clear exception to that deadline and says ballots not delivered on time “may not be counted.” But court rulings have given boards of canvassers broad discretion in these cases, allowing them to count ballots as long as there’s “substantial compliance” with election laws and no evidence of “connivance, fraud, or undue influence.”

A past Wisconsin Supreme Court case held that election statutes don’t need to be fully complied with, so long as election officials preserve the will of the voter.

City election officials instructed poll workers to count and mark the affected ballots — which all arrived by the end of the night on Monday, the day before Election Day — in case the city, county or state decides to exclude them. 

The Madison canvassing board on Friday unanimously voted to count the 23 ballots. Assistant City Attorney Amber McReynolds said the error was made by the city clerk’s staff, not voters, and that past precedent supports counting the ballots. The county canvass begins Monday.

It is unclear why the ballots — which had been in the city’s possession for several hours before the deadline — were so delayed in arriving at the polling places. 

The late delivery marks another potentially significant error in how the city handles its ballots after it faced extensive public scrutiny and a state investigation for disenfranchising 193 voters whose ballots were misplaced in the November 2024 election.

It’s the first high-turnout election run by City Clerk Lydia McComas, hired to replace the clerk who oversaw the 2024 ballot snafu. McComas said her office had informed the Wisconsin Elections Commission of the situation.

Ballots left the city late and got to polls after deadline

Those ballots were in the hands of a ballot courier, who left a city election facility around 6:30 p.m. to deliver ballots to the polls. The courier arrived at those final four polling locations after 8 p.m., reaching the final one at about 8:30 p.m, delivering a combined 23 ballots to all of them.

“Due to a longer-than-usual delivery time, the very last few ballots arrived at four polling places shortly after polls closed,” McComas said.

When similar incidents happened in the past, the county board of canvassers didn’t count those votes in the final canvass based on legal advice, Dane County Clerk Scott McDonell said. He said he’s waiting for more details before deciding how to proceed with these ballots at Monday’s county canvass meeting.

In those past incidents, the county board decided that not counting the ballots in the final county tally “was an obvious choice based on the way the statute’s written,” McDonell said. “The statute isn’t vague.”

Given the ballots’ timely arrival, McDonell said, “they should have gotten out to the polls and should have been counted on time.”

Other municipalities have counted ballots discovered late

Other election officials have at times decided to count ballots discovered after the 8 p.m. deadline, but the rules for municipalities are different depending on their procedures for counting absentee ballots.

In November 2020, Milwaukee workers discovered nearly 400 uncounted ballots during a recount. A campaign representative for President Donald Trump objected to those ballots being included, but the municipal canvassing board unanimously decided that they should count.

At the February 2022 election, Wauwatosa election officials discovered 58 unopened ballots. After consulting the Wisconsin Elections Commission and the city attorney for advice, the city clerk convened the Wauwatosa Board of Canvassers, which included the missing ballots in the totals.

But the rules that allowed Milwaukee and Wauwatosa to count those ballots may not apply to Madison. In both of those cities, absentee ballots are counted in a central location. In Madison, absentee ballots are counted at the polling locations where the registered voter would have voted in person. 

In cities like Madison, election workers must deliver absentee ballots to polling places by 8 p.m. For central count municipalities, by comparison, state law only says election officials there shall count ballots received by the clerk by 8 p.m., without clarifying that they must be in a certain place by that point.

The Wisconsin Elections Commission has said the 193 ballots Madison missed in 2024 could have been counted had the city made the appropriate notifications to state authorities. But those ballots were likely already at polling places on Election Day — unlike the 23 ballots here, which arrived after the deadline.

Alexander Shur is a reporter for Votebeat based in Wisconsin. Contact Shur at ashur@votebeat.org.

Votebeat is a nonprofit news organization reporting on voting access and election administration across the U.S. Sign up for Votebeat Wisconsin’s free newsletter here.

Can Madison count some ballots delivered after an 8 p.m. deadline? is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

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A loosely formed coalition of about 60 federal litigators is working with immigration attorneys in Wisconsin who represent clients being detained and facing deportation.

Gabriela Parra, an immigration attorney and partner at Layde & Parra S.C. in Milwaukee, said immigration policies are constantly changing, which adds new challenges. 

Many cases now involve both immigration proceedings and federal civil rights issues, she said.

“If you haven’t done this, it’s a learning curve,” Parra said. 

Federal litigators and immigration attorneys are working together to help meet this demand in Wisconsin.

Surge in overall need

The need for legal representation has grown as immigration enforcement has expanded.

U.S. Immigration and Customs Enforcement held an average of 69,600 people per day in detention in December 2025 – a 78% increase compared with the year before, according to an analysis by the Vera Institute of Justice, a national nonprofit working on issues related to mass incarceration and immigration. 

But more than half the people in the immigration court system are fighting the government alone, according to immigration court data analyzed by Vera. 

“There is a due process crisis right now happening in our immigration system,” said Elizabeth Kenney, associate director of Vera’s Advancing Universal Representation Initiative. 

While people have the right to obtain an immigration attorney, the government does not have to provide one, said Timothy Muth, staff attorney with the American Civil Liberties Union of Wisconsin.

Kenney said not having legal representation has major consequences. 

People who have attorneys are up to 10 and a half times more likely to get successful outcomes, Kenney said.

More complex cases

Parra said policy changes have added a federal civil rights dimension to many cases – changes that include how the Board of Immigration Appeals has interpreted immigration law.

The board sets binding rules for immigration judges and has authority over appeals in immigration cases.

Parra said there have been more than 80 decisions by the board since January 2025 that have affected immigration policy.  

One Board of Immigration Appeals decision, known as Yajure Hurtado, requires immigration judges to treat many as subject to mandatory detention. The decision has significantly limited people’s access to bonds.

“Now you have individuals in detention unless you can file a habeas petition in federal court,” Parra said. 

A habeas petition is used to argue that a person’s detention is unlawful. 

Habeas petitions vary widely depending on a person’s situation, said Elisabeth Lambert, a federal civil rights attorney working with the network.

Some involve people who have lived in the United States for years and seek release on bond while their cases proceed. Others involve people who entered through legal processes but are later detained and denied bond.

There also are other barriers that make it harder for people to defend themselves, requiring different support in federal court.

For example, Lambert said, immigrants facing deportation don’t have a right to discovery. This means that the only way to get the records is through a specific type of federal records request. 

A right of discovery allows defendants to access information that could be used against them from a prosecutor ahead of trial. 

Lambert said records can face various delays and other barriers and may arrive after the deportation proceeding has already happened.

Why federal court is different

Lambert said the two court systems – immigration court and federal court – operate very differently.

Each of these legal spaces has its own sets of rules, norms and procedures, she said. 

“It’s just a lot to learn very quickly in a very high-stakes situation,” Lambert said. 

It works the other way, too.

“I couldn’t go into immigration court,” she said. “I don’t have the knowledge or the experience.” 

In one case Lambert and Parra worked on together, a judge issued a restraining order barring ICE from moving ahead with a client’s removal proceeding until a Freedom of Information Act issue was resolved, she said.

Lambert anticipates similar litigation in the future.  

“We think that this is going to be a pretty common issue – of the government withholding people’s immigration records as part of this effort to stack the deportation process against people who are seeking immigration relief.”

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Jonathan Aguilar is a visual journalist at Milwaukee Neighborhood News Service who is supported through a partnership between CatchLight Local and Report for America.

Wisconsin attorneys team up with federal litigators as deportation cases grow more complex is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

The parents of an eighth-grade girl killed in the Tennessee school bus crash last month filed a $5-million wrongful death lawsuit alleging distraction and recklessness on the part of the driver and negligence and lack of oversight on the part of the Clarksville-Montgomery County School System.

Zoe Davis was 13 and a student at Kenwood Middle School when she died in the March 27 collision. Her classmate Arianna Peterson, 13, also died.

The lawsuit filed April 2 calls for a jury trial and seeks the maximum dollar amount allowed but not to exceed $5 million plus court costs.

Tennessee tort law generally caps the amount a school district can be held liable for at $700,000 for bodily injury or death of all persons in any one accident or $300,000 for any one person. School district employees are  immune from lawsuits including those involving negligent operation of motor vehicles, unless proven that the employee failed “to exercise or perform a discretionary function, whether or not the discretion is abused.”

The Davis family’s lawsuit names school bus driver Sabrina Ducksworth. The lawsuit claims she failed to follow her training and “acted with less than and/or failed to act with ordinary and reasonable care in the operation of the school bus.”

The filing also claims Ducksworth operated her school bus while fatigued or distracted and failed to exercise due care, obey traffic laws and keep in the proper lane.

Investigation Continues Amid Lawsuit

The Tennessee Highway Patrol and the National Transportation Safety Board continue to investigate. NTSB said on its website a preliminary report is expected by the end of this month. Duckworth reportedly remains hospitalized following several surgeries. School Transportation News learned Duckworth broke both of her legs and suffered internal injuries.

Ducksworth’s family told local reporters she may have suffered a stroke when the school bus veered across a double yellow line, into the oncoming lane and collided nearly head-on with a Tennessee Department of Transportation dump truck. A local news report also indicates a review of Duckworth’s personnel file shows a current prescription for blood pressure medication. She had driven for Clarksville-Montgomery County School System since July 2021.

The Davis family’s lawsuit also claims the school district did not perform an adequate pre-employment inquiry into Ducksworth’s fitness for employment as a school bus driver and that the hiring practices “fell below the applicable standard of care.” The lawsuit also alleges the school district failed to adequately train or supervise Ducksworth.

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Related: First Responders Critical in School Bus Emergencies
Related: Tennessee School Bus Bursts Into Flames Moments After Children Evacuated
Related: Tennessee School Bus Driver Under Investigation After Leaving Children Unattended

The post Family’s Lawsuit Claims Distraction, Negligence in Fatal Tennessee School Bus Crash appeared first on School Transportation News.

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