When automakers kill a project, it rarely sees the light of day. However, there have been a few exceptions as Volkswagen showed a near-production prototype of the second-generation Phaeton in 2022. A handful of ill-fated Saabs also appeared after their demise including a 9-3 prototype and a Subaru Tribeca-based 9-6X.

See: Mystery Sporty Ford Or Lincoln Model Spotted At Dearborn Development Center

We can add one more to that list as Ford’s Doug Field has quietly been showing the company’s axed three-row EV on LinkedIn. The surprising discovery was first noticed by Ford Authority and a Blue Oval spokesperson told The Drive it’s the “3-row SUV we cancelled in 2024.” They added the model is “now a research vehicle that is informing our next generation of electric vehicles” and we’ll see “its significant influence” on future EVs.

The model is apparently a “development prototype” and it looks like nothing else in the Ford lineup. As you can see, the crossover has an extremely aerodynamic design with a rounded front end and a rakish windscreen that flows into a long, sloping roof.

Designers also gave the crossover streamlined bodywork and minimalist door handles that appear to echo those found on the Mustang Mach-E. They’re joined by aerodynamically optimized wheels and a nearly vertical rear end.

The model vaguely recalls the Honda 0 SUV, which was axed last month. However, Ford billed it as a seven-passenger “bullet train” that would have a range in excess of 350 miles (563 km). When the battery was low, a DC fast charger could provide up to 100 miles of range in as little as six minutes. There were also apparently plans for a range-extended variant that would have been able to travel 550 miles (885 km) without stopping.

More: Flip-Flopping Ford Delays Electric Truck And Axes 3-Row EV Plans, Will Build Hybrids Instead

Of course, none of that came to pass and the automaker has significantly dialed back its EV plans. However, Ford is still working on a range of affordable electric vehicles including a $30,000 pickup.

Mercedes-Benz is not stepping back from electric vehicles, despite competitors scaling back amid slower adoption rates. The news comes as US demand for EVs cools following the rollback of federal tax credits.

Instead, during the next three years, Mercedes will introduce a number of new electric models to the United States, including three AMG performance EVs and battery-powered versions of popular models such as the GLC crossover, E-Class and the C-Class sedan that was previewed today.

The Global Need To Go Electric

The update to Mercedes’ plans came from Adam Chamberlain, the CEO of Mercedes-Benz USA, speaking to AutoNews, who explained the company’s position. Mercedes is sticking to its EV plans due to the requirement from global markets, said Chamberlain. Strict international regulations, especially in China and Europe, mean that for a brand selling worldwide, it is impossible to turn its back on EVs.

Also: Mercedes Heard ‘Too Many Screens’ And Built A New C-Class EV That’s One Giant Screen

However, unlike other manufacturers, they won’t be pushing electrification on consumers, hoping they’ll switch. Instead, Mercedes has moved to flexible vehicle platforms. Rather than their initial approach of offering a separate line of EVs, Merc’s current plan is to design cars compatible with gasoline engines, hybrids, or full battery-electric power.

American Demand For EVs Remains

Mercedes predicts pockets of demand among US consumers for EVs in the foreseeable future, despite the loss of federal incentives. While the company predicts EVs to constitute approximately 5 percent of its retail sales in the U.S. this year, that’s partly down to limited production and strong demand from Europe and China.

On the national scale, approximately 14 percent of consumers indicate that they would give serious consideration to an EV next time. In California, it grows to 28 percent. So, there is demand, but it is unevenly distributed. In fact, according to the report, Mercedes US have only been able to allocate around 200 electric CLA’s for customers, all units of which have been spoken for.

Read: Mercedes’ Future EVs May Be More Chinese Than You Think

Chamberlain thinks the U.S. EV sales would rise to 10 to 15 percent in the year 2021, with the supply increasing and more mainstream electric models coming into the market, such as battery versions of the GLC and C-Class. Nevertheless, profitability is still its focus. He made sure it was evident that Mercedes is not going to produce tens of thousands of vehicles without confirmed demand in its bid to achieve market share.

Ford is preparing one of its most aggressive product overhauls in years, and it is reorganizing itself to get there. The company plans to refresh 70 percent of its global portfolio by 2029 and, to support that effort, has created a new end-to-end internal organization that integrates its EV, digital, and design teams with its global industrial system.

According to Ford, this structure will “deliver one of the most intensive product, software, and services rollouts in Ford’s history.”

The new group, called Product Creation and Industrialization, will be led by Kumar Galhotra. Beyond the global target, Ford says 80 percent of its North American portfolio by volume will also be refreshed by 2029. That includes a next-generation F-150 and F-Series Super Duty, alongside a new mid-size pickup built on Ford’s Universal Electric Vehicle (UEV) platform.

Read: Jim Farley Promises A New Affordable Ford EV To Take On Tesla’s Model 3 And Y

Developed by a skunkworks team, the UEV platform uses unicastings to reduce weight and complexity. It also features an ultra-efficient powertrain and a fully zonal electrical architecture, supported by in-house software and advanced driver assistance systems.

More Electrified Options

As part of Ford’s product updates, nearly 90 percent of its global nameplates will offer electrified powertrains by 2030, including hybrids, extended-range EVs, and full EVs. Interestingly, Ford notes that work on its UEV platform will benefit its hybrids, too, thanks to the new high-efficiency motors developed.

“This is the culmination of years of work and progress to create the modern Ford – a talented, unified organization capable of scaling high-quality, software-defined vehicles with a choice of propulsion, distinctive digital experiences and features, and a personalized ownership experience that improves over time,” Ford chief executive Jim Farley said in the announcement.

Doug Field Exits

Ford’s sweeping internal reset comes with a notable departure at the top. The company confirmed that Doug Field, who joined five years ago to steer its push into electrified, connected, and software-defined vehicles, will leave within the next month.

Field played a central role in shaping the newly formed Product Creation and Industrialization organization, the same group tasked with streamlining development across hardware, software, and manufacturing. His exit lands at a critical moment, as Ford leans on this structure to execute its broad product overhaul and move toward an 8 percent adjusted EBIT margin by 2029.

Volvo is deep into development of a redesigned XC40, and the plan is to have it on sale in the US next year. Details are still thin, but its arrival confirms something else. The current XC40 and its electric counterpart, the EX40, are sticking around a little longer, with production expected to run through late this year.

Launched in late 2017 as Volvo’s smallest SUV, the XC40 has aged reasonably well, though it’s starting to feel its years. Updates have been minimal, limited to a single light facelift. The next-generation version is expected to widen its appeal with a plug-in hybrid option, sitting alongside the existing mild-hybrid lineup.

Read: Volvo’s New 400-Mile SUV Has One Feature Tesla Owners Will Be Jealous Of

There is more riding on this update than just keeping things fresh. Dealers are counting on the new XC40 to help steady the brand’s footing in the US. Total sales collapsed 32 percent in the first quarter to 22,651 vehicles, while Volvo’s share of the luxury segment slid to 5.8 percent, its lowest point since 2019. The XC40 has been hit especially hard, with sales down 47 percent to just 3,403 units.

More Updates Are Needed

To help keep the XC40 somewhat fresh for 2026, Volvo updated it with a new infotainment system. But if it wants to recapture buyers, it’ll need to make much more significant upgrades to the next-generation model. Auto News reports that the new EX40 will make a major step forward by sharing its SPA3 platform with the electric EX60.

While a new XC40 is just around the corner, some dealers believe Volvo would be better off prioritizing other models, like the XC60 and XC90, as they’re more profitable. “XC40 is a great car, and we appreciate the updates,” one dealer said, before adding that “the US is a big car market.”

Volvo is already putting effort into its larger lineup. The XC60 received updates last year and is set to be built at the brand’s Ridgeville, South Carolina plant starting in late 2026. The XC90, meanwhile, got a second facelift in 2024, with a full redesign also in development. That said, it may not arrive until 2029, leaving the current model to carry the load a while longer.

Global car demand has proven uneven this year, with regional pressures shaping very different outcomes for major automakers. Like many other car manufacturers, the Volkswagen Group has had a difficult start to 2026. Company sales slipped 4 percent in the first quarter, and EVs fell even further, despite a generally positive outlook across Europe.

The world’s second-largest automaker ended the quarter having sold 2,048,900 vehicles, down 4 percent from the 2,133,600 it sold in Q1 2025. This drop was largely due to a 14.8 percent collapse in China, from 644,100 units to 548,700.

Read: A 96% Sales Collapse Is Why VW Just Killed US ID.4 Production

Similarly, sales were down 13.3 percent in North America from 237,200 units to 205,500. The drop was led by the United States, where sales fell 20.5 percent, blamed on the current tariff situation, “as well as changes in regulations.” Sales were also down 8 percent in Asia-Pacific to 70,200 and declined 5.3 percent in the Middle East and Africa to 92,800.

VW Q1 2026 Sales

Bucking the trend was a 4.2 percent increase in sales in Western Europe, rising from 814,000 to 848,500. Sales in Central and Eastern Europe also climbed 7.6 percent to 135,300, while sales in South America increased 7 percent to 147,900.

“The first quarter of 2026 was once again characterized by very challenging economic and geopolitical conditions. The worldwide automotive market declined overall through the end of March,” VW’s Marco Schubert said of the results.

Just three brands from the VW Group reported sales rises in the first quarter. The first was Skoda, whose sales rose 14 percent to 271,900, up from 238,600 in the first quarter of 2025. Additionally, Volkswagen Commercial Vehicles sales rose 10.1 percent to 88,900, while MAN truck sales climbed 14.5 percent to 23,600.

VW Brand Sales

Audi’s China play is picking up pace, and the next move is already lined up. Audi’s partnership with SAIC in China will soon spawn its third model, following the E5 Sportback launched last year and the E7X, which will reach customers this quarter.

The German brand’s move to launch a dedicated offshoot, known as AUDI, without the four rings, was controversial but highlighted the ever-growing importance of the Chinese car market.

Read: The New AUDI E7X Looks Nothing Like The Audis You Know

Speaking with Reuters at a recent event in Beijing, the chief executive of the Audi and SAIC partnership, Fermin Soneira, confirmed that “the third car is already in the pipeline.” He described it as a sporty limousine aimed at the high-end market, though specifics remain firmly under wraps.

Audi’s Local EV Push

Interestingly, Audi has just unveiled a new high-end luxury sedan in China, albeit through its FAW joint venture. This new model, known as the A6L e-tron, will be built in Changchun and is an extended wheelbase of the A6 e-tron sold in other markets. It’s underpinned by the company’s familiar Premium Platform Electric (PPE) architecture and includes 800-volt technology.

While the tie-up with SAIC is expanding, it is experiencing some growing pains. When order books were first opened for the E5 Sportback, AUDI locked in around 10,000 orders for the EV. However, sales have started to decline, with roughly 6,500 sold since January, in part due to the withdrawal of some government subsidies. This decline has forced the brand to cut prices by up to €3,700 ($4,400).

The larger and more expensive AUDI E7X also faces an uphill battle. Positioned as a large, ultra-luxurious electric SUV, it’s in direct competition with rivals from Zeekr, Xiaomi, Li Auto, and others. Powering the base model is a rear-mounted electric motor with 402 hp, while the flagship version has two motors, all-wheel drive, and muscles out 671 hp.

Production of the Tesla Model S and Model X is ending with 350 Signature Edition cars. Each one gets a ton of perks and a premium price tag. On top of that, buyers have to agree not to sell for at least one year from delivery. Tesla has tried and failed to enforce this type of thing before. This time, it might have figured out the right levers to pull.

Buyers of the last-ever Signature Edition versions of the Model S Plaid and Model X Plaid will reportedly have to sign a strict no-resale agreement before taking delivery. According to the order documents spotted by Not A Tesla App, owners agree not to sell or even attempt to sell the vehicle within the first year after delivery. Breaking the agreement evidently makes owners subject to liquidated damages of $50,000 or however much profit they make, whichever is greater.

More: You’d Have To Be High To Pay $159,420 For Tesla’s Signature Editions

The move is clearly aimed at keeping speculators from immediately flipping the final 350 Signature Editions for huge profits. Tesla is only building 250 examples of the Model S and 100 of the Model X, each finished in exclusive Garnet Red paint with gold badging and unique trim. Tesla tried this with the Cybertruck and the entire scheme fell apart, aside from the brand allegedly blacklisting some customers.

The policy was met with immediate backlash. Owners argued Tesla was trying to control something they had already paid for, while others simply ignored the clause and listed their trucks anyway. Within months, Tesla quietly dropped the restriction as Cybertruck supply increased and the market cooled. This time around, there are some key differences.

Signature Edition Model S/X orders contain a No Resale Agreement.

Here is the document.

Additionally, here is the resale clause which states the Luxe Package does not transfer (this is not new) pic.twitter.com/CGB5QBJIL6

— The Cybertruck Guy (@cybrtrkguy) April 12, 2026

The new agreement is cleaner and potentially easier to enforce. Unlike the Cybertruck contract, which relied on vague “unforeseen reason” language, the Signature Edition version flatly says owners cannot “sell or otherwise attempt to sell” the car within a year.

Tesla also has a stronger case because these are truly limited: just 350 cars total, versus thousands of Cybertrucks. Most importantly, Tesla made the biggest perks like FSD, free Supercharging, and Premium Connectivity non-transferable. That means even after a year, the car is worth less to a second owner, reducing the incentive to flip it in the first place. Will that stop every buyer from selling within 12 months? We doubt it.

NEWS: Tesla has announced a Signature Edition Model S and Model X as a final goodbye for these two vehicles.

• Price: $159,420
• Only 250 Model S & 100 Model X Signature Editions will be built. All Plaid variants.
• Garnet Red exterior paint
• Matching Garnet Red Door… https://t.co/3FYGlbKEa2 pic.twitter.com/VA8NZN8Mht

— Sawyer Merritt (@SawyerMerritt) April 11, 2026

BMW iX sales fell 50.7% in the United States during the first quarter as dealers only managed to move 1,788 units. It appears this was the last straw as the electric crossover is being dropped in America.

In a statement to BMW Blog, a spokesperson said “Our success in the U.S. is driven by a broad and flexible powertrain portfolio that allows us to navigate a dynamic environment, while continuing to evolve our lineup. As part of this progression, we are concluding U.S. allocation of the BMW iX as we prepare for the next-generation of our fully electric vehicles.”

More: BMW’s Entry-Level iX3 Saves You Thousands, But There’s A Range Cut

The spokesperson went on to say, “We are proud of what we have accomplished with the BMW iX” as it was a “technological showcase” that pushed the “boundaries of design, manufacturing, sustainability, and circularity.” Despite the iX’s demise, the company said they’re fully committed to electrification in America and they’re turning their attention to Neue Klasse models.

The effort will begin with the iX3, which was introduced last fall. The crossover will come stateside during the middle of the year and the company has previously said the iX3 50 xDrive will start around $60,000.

It features a 112.2 kWh battery pack as well as a dual-motor all-wheel drive system developing 463 hp (345 kW / 469 PS) and 476 lb-ft (645 Nm) of torque. This enables the model to accelerate from 0-60 mph (0-96 km/h) in approximately 4.7 seconds and have an EPA-estimated range of 400 miles (644 km). When the battery is low, a 400 kW DC fast charger will be able to provide 175 miles (282 km) of range in as little as ten minutes.

Those numbers easily beat the iX, which was launched in 2021. As a refresher, the entry-level variant starts at $75,150 and has a 94.8 kWh battery pack as well as a combined output of 402 hp (300 kW / 408 PS) and 516 lb-ft (699 Nm).

This enables the iX xDrive45 to hit 60 mph (96 km/h) in 4.9 seconds, before topping out at 124 mph (200 km/h). The model also has a range of up to 312 miles (502 km) as well as a 175 kW DC fast charging capability that delivers a mere 78 miles (126 km) of range in ten minutes.

A Lynchburg school bus driver has been arrested for alleged child strangulation during an incident on a bus parked at an elementary school, reported WDBJ 7.

Police responded to an incident at Linkhorne Elementary School March 30, after receiving a report of a disorderly individual. An investigation later determined that a school bus driver allegedly assaulted a student while the bus was parked in the schools lot.

Authorities said via the article that the investigation, conducted in coordination with Lynchburg City Schools, revealed the student had been strangled during the encounter. The child did not suffer life-threatening injuries from the alleged strangulation and is considered safe.

Effie Wynn, 73, of Lynchburg, was arrested April 4, and charged with child strangulation and neglect. She is being held without bond at the Blue Ridge Regional Jail.

Police did not release additional details about what led to the incident or the circumstances surrounding the alleged assault. Officials also did not say whether other students were present on the bus at the time.

The case remains under active investigation, and additional charges could be possible as the investigation continues. Lynchburg City Schools has not publicly commented on the arrest but has reportedly been cooperating with law enforcement.

Authorities are asking anyone with information about the incident to come forward.

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Related: Child Sexual Assault Charge for Colorado School Bus Driver
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Related: Florida School Bus Aide Accused of Child Abuse in Ongoing Beating

The post Child Strangulation Charge for Arrested Virginia School Bus Driver appeared first on School Transportation News.

To retrofit means to add a component or accessory to something that was not there when originally manufactured. Sounds simple enough, at least according to new or proposed state laws. However, when retrofitting safety technology such as seatbelts or crossing arms, there are many considerations that school district leaders need to consider.

The Lone Star State
Texas Senate Bill 546 requires all school buses transporting students to be equipped with lap/shoulder seatbelts by 2029. It expands upon a 2017 law that only applied to buses manufactured after 2018. SB546, which took effect on Sept. 1, tasks school districts with reporting seatbelt status and retrofit costs to the Texas Education Agency.

SB546 does not provide state funding but allows a temporary exemption if retrofit costs are too high, or retrofitting would void the bus manufacturer’s warranty. Districts are required to publicly report the reason for not ordering lap/shoulder seatbelts and estimated retrofit costs. Teri Mapengo, director of transportation for Prosper Independent School District near Dallas, noted that while all 230 school buses in her fleet have lap/shoulder seatbelts, she cautioned other districts to do their homework. At a previous district, she recalled the challenges of retrofitting seatbelts.

The process is harder than specifying a new purchase order. Instead, legacy buses must be taken out of service while retrofit work is conducted. Plus, she said it takes people power and resources to deliver each bus to the facility, transport that driver back to the facility, then arrange for the bus to be picked up once the installations are completed.

“The hard piece is, that you’re going to have to have some of your buses go out of commission,” she said. “So, if you don’t have spare buses to be able to use for operation, then it’s tough.”

She noted that her previous district also encountered seat structure malfunctions when retrofitting. She recalled taping off seat rows to prohibit students from sitting in them due to safety concerns. Those buses had to be sent back again to be fixed.

She noted the metal attachment that secures the seats at the wall flange would break. Seats are also secured at the aisle floor pedestal. Every bus that was retrofitted would
then need to be inspected by the mechanics to determine any deficiencies.

“The biggest thing that I took away was, when you’re going to retrofit your buses, you [need to be] talking with that company [doing the retrofit] and saying, ‘If this were
to happen, how would we get this fixed? And is there a warranty on that work that you guys are doing?’”

Because all Texas school buses manufactured and sold after 2018 should have seatbelts installed at this point, older buses may not be compatible with newer seats. Around 2014, school bus manufacturers offered seating options that allowed standard seatbacks to be upgraded to those with lap/shoulder belts, which is still an option today. Most older buses do not have options for retrofits or upgrades.

“We were having a big issue with that in my previous district, and so it was just having that communication with the company that we were working with, and they ended up still fixing all of those and then figuring out why that was happening,” she said.

In conversations with other Texas transportation directors, she said many are hoping that the law will add a funding element, especially since Texas districts have received less funding than previously.

Forty miles down the road, Jennifer Gardella sits in a very different situation. The director of transportation for Rockwall Independent School District near Austin currently has almost 50 school buses in need of retrofitting, at an estimated cost of nearly $1.5 million. She noted that the cost estimate depends on the school bus model and how the seats are attached.

She, however, also shared concerns about the scope of statewide installs. “If everyone is doing the retrofit, then how will the vendors keep up with repairs and/or getting the buses back for the start of the school year?” she asked, adding that Rockwall ISD doesn’t have extra activity buses or special program buses to be used as replacements.

Retrofit Decisions Not to Be Taken Lightly
“School bus and seat manufacturers rely on specific manufacturing and assembly processes to ensure their vehicles, seating and lap/shoulder seatbelts meet all applicable state and federal safety regulations,” explained Albert Burleigh, vice president of North America Bus Sales at Blue Bird. “School bus makers typically do not sanction or certify compliance of any aftermarket installations or modifications made to the bus that changes the original seating configuration. Therefore, retrofitters need to conduct their own evaluations to ensure full compliance with all safety regulations. They bear full
responsibility.”

A spokesperson for Thomas Built Buses shared a similar sentiment, noting that “school bus seating systems are engineered as an integrated structure that must meet specific safety standards for strength, crash performance, and so on.”

They added that in many cases adding lap/shoulder seatbelts requires replacement seats specifically designed and tested to accommodate those restraints, as well as proper attachment to the bus structure.

“Thomas Built Buses certifies that each vehicle meets all applicable Federal Motor Vehicle Safety Standards at the time it is manufactured but cannot attest to the compliance of items installed after that,” the spokesperson continued.

For buses originally built with convertible seating designed to accommodate future restraint upgrades, Thomas can provide technical guidance, the spokesperson said, adding that school districts and operators “should work closely with qualified vendors and ensure that any retrofit work is properly certified and compliant with all applicable regulations.”

A spokesperson for IC Bus said the process of adding lap/shoulder seatbelts to existing seats involves various considerations with federal seatbelt standards and requirements. IC Bus encourages its customers and operators to consult with their local IC Bus dealer to discuss retrofitting options.

Addressing Other Safety Needs
Meanwhile, Maine lawmakers introduced legislation that would require school buses in the state to have crossing arms mounted on the front of the vehicle and anti-pinch door sensors that detect objects caught in the loading doors. The bill aims to address two safety issues, which resulted in state fatalities within a little over a month span. A 12-year-old was killed in Rockland by their own school bus during drop off in November, and a 5-year-old in Standish was dragged and killed by a bus door in December. The National Transportation Safety Board is investigating the dragging incident.

The bill would apply to all buses regardless of model year, meaning older buses without these systems would need to be retrofitted or replaced. Additionally, school bus drivers who do not activate the crossing arm when students load or unload could lose their school-bus endorsement for up to two years.

Different from Texas, Maine state leaders proposed funding to support the upgrades, about $4.3 million. A school bus mechanic in Maine who requested to remain anonymous shared their district hasn’t started the retrofitting process as it waits to see if there will be funding. The mechanic said the district currently has 50 to 55 school buses in its fleet and all but seven have crossing arms. Those are more straightforward retrofits due to the fact they have already been on buses for many years.

Retrofitting anti-pinch systems onto older buses, the mechanic said, will be harder and more expensive. “Not only do you have to fit a new door mechanism but you have to run a new electrical system and reprogram if not swap out modules to be able to properly operate the system,” he said.

They added a preference that retrofitting be performed in-house to save on labor and overall costs to the district. “If the legislation passes, we are prepared to do what is
needed to meet it,” the mechanic noted. “I haven’t heard any specifics yet, but I know Blue Bird is taking this issue very seriously and is working on a solution to the retrofitting issues of the anti-pinch. Without funding from the state, I believe that a large portion of the entire bus fleet in Maine will be out of service and off the road.”

Andrew Wiseman, sales engineer at anti-pinch sensors manufacturer Mayser USA, said his company is working with Maine very closely on the potential retrofit.

Based on conversations, he said there are 2,000 to 3,000 school buses statewide that would require anti-pinch doors. “We have our partnership with Blue Bird, so we will be working on an aftermarket kit with them in the near future,” he said, adding there are also ongoing discussions with IC Bus and Thomas dealers in Maine on retrofit solutions.

“One of our big unknowns is some of the older buses do not have the necessary [electronic] logic to process an anti-pinch sensor’s signal, so we are also providing a control unit that can be mounted above the door and wired into the main control system, but we are still determining how many of these vehicles need control units at this time.”

He said it would be ideal for Mayser to work with the dealers on the best or recommended installation, and then the bus dealer can disperse this knowledge to school district mechanics on how to install the technology.

Wiseman noted that Mayser’s solution for the Maine retrofit costs around several hundreds of dollars per door, if a control unit is required, with the price being reduced further if the control unit can be omitted. For serial production on new vehicles, the price is “even more affordable for school districts” to implement.

The exact time it takes to perform an installation is still in question. “Putting the actual rubber profiles on the doors is easy and takes only a few minutes,” he said. “The difficult part of installation will be the wiring, as a wire will need to be routed from the door blades, into the compartment above the door, wired into a control unit, and then wired into the rest of the vehicle. Our current estimates are that this will take one- to- two hours per vehicle, but this is a rough estimate. Hopefully, we will gain this knowledge soon when we are testing our solutions with the manufacturers.”

Editor’s Note: As reprinted from the April 2026 issue of School Transportation News.

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The post Safety Upgrade Complexities appeared first on School Transportation News.

For something as expensive and high-tech as the Cadillac Lyriq, buyers probably expect a few software bugs here and there. Maybe a glitchy screen, a frozen app, or a charger that occasionally needs a second try. According to a new lawsuit against General Motors, some owners are dealing with something much worse: SUVs that suddenly become completely unusable.

A proposed class-action lawsuit filed in federal court in Washington claims the Cadillac Lyriq suffers from widespread electrical, software, and battery-management issues that can leave the electric SUV unable to start, charge, or drive. In other words, the lawsuit alleges that some Lyriqs effectively become very expensive driveway ornaments, or, in tech terms, bricks. We doubt owners find much comfort in that, regardless of whatever styling drew them in.

More: Thousands Of Cadillac EVs Recalled Over A Feature Meant To Impress

According to the lawsuit seen by Carcomplaints, Washington resident Wendy Cochran and Florida resident Charlene Riddle both say their Lyriqs suffered what’s described as “catastrophic electrical system failure.” Riddle claims GM told her a software fix was required, but that no fix was available at the time. Cochran, meanwhile, says her SUV became unusable, leaving her with lost time, added costs, and a vehicle now worth less than she paid.

Importantly, the filling calls into question failures with the Lyriq’s electrical architecture, battery-management modules, software systems, and vehicle control networks. All of those systems have to constantly work with one another. The plaintiffs point out that if one fails, it can cascade throughout the rest of the system and effectively brick the car.

One important piece of the puzzle is that the lawsuit claims that GM was aware about this issue and put the cars on the market anyway. The lawsuit alleges that the company had access to pre-production testing, engineering reports, warranty claims, dealership repair records, and consumer complaints, all of which pointed to the same issue. Even so, GM allegedly continued marketing the Lyriq as a premium, reliable luxury EV.

At this point, the ball is in GM’s court. It can respond by denying the allegations or, more likely, it could ask the judge to dismiss the case altogether. Generally, the next move comes within three weeks of the initial filing so we should have more news on the case soon.

BYD isn’t content with just taking on the Ford Ranger. China’s most successful automaker is already looking to move up a weight class to challenge the Ford F-150. That next step won’t involve the US market, though, as this larger model is being developed with Australia in mind.

BYD’s first pickup in Australia, the Shark 6, arrived in late 2024 wearing a face that looked more than a little inspired by the F-150. At 5,457 mm (214.8 inches) long, it sits just beyond the typical midsize footprint and comes equipped with a plug-in hybrid powertrain.

More: Jim Farley Said Chinese Pickups Couldn’t Tow Like A Ranger. BYD Just Proved Him Wrong

The Shark 6 was a runaway success, becoming Australia’s best-selling PHEV truck in 2025 with 18,073 deliveries. For 2026, BYD has doubled down, introducing a Performance trim with a more potent powertrain along with a chassis-cab bodystyle driven by customer demand.

Moving Up to the Heavyweights

However, Australians have been asking for something even bigger. Liu Xueliang, managing director of BYD Asia Pacific, said: “Some customers have requested a full-size Shark 6, similar in size to the Ford F-150. We are on our way to try to get there.”

Word of the program first slipped out in early 2025, when David Smitherman, then CEO of EVDirect, said a full-size BYD pickup was “absolutely in development.” Since then, things have gone quiet on timing, but the working expectation points to a 2027 arrival if everything stays on track.

More: BYD Just Landed On Brazil’s Dirty List, And It Wasn’t For Its Cars

According to CarExpert, the real pressure isn’t coming from private buyers chasing something bigger. It’s fleet operators, particularly mining companies, that are pushing for a larger, more capable truck with electrification baked in from the start.

In Australia, the full-size segment currently includes the Ford F-150, Ram 1500, Chevrolet Silverado, and Toyota Tundra. With a combined sales of 8,763 units in 2025, full-size trucks are a niche compared to the midsize segment, as the Ford Ranger alone sold 56,555 units becoming Australia’s best-selling vehicle overall for the third consecutive year. Still, the profit margins are significantly higher, which explains BYD’s interest.

Factory right-hand-drive conversions for full-size trucks don’t come cheap, and in Australia they can easily push past AU$150,000 (US$105,800). The F-150 starts from a little over AU$122,000 (US$87,000) in XLT trim climbing to over AU$152,000 (US$108,000) for the Lariat, both with the 3.5L engine. BYD sees an opening here. Build the truck properly from the start in right-hand drive, price it more sensibly, add a tech-heavy cabin and an electrified powertrain, and suddenly those inflated conversion costs start to look like yesterday’s problem.

More BYD Trucks On The Horizon

That move upmarket isn’t happening in isolation. Liu Xueliang has already suggested a fully electric counterpart to the Shark 6 is in development, aimed squarely at industries that no longer want diesel on site. Mining is the obvious target. If it lands as expected, it will go head-to-head with the electric workhorses now lining up, including the Toyota Hilux BEV, the upcoming Isuzu D-Max BEV, and the LDV eTerron 9.

More: Toyota’s Electric Hilux Costs $20K More Than The Diesel, And That’s Not Even The Worst Part

At the other end of the scale, BYD is also sketching out something smaller. A compact pickup is in the works, expected to ride on a unibody platform and use a plug-in hybrid setup. This one isn’t chasing job sites. It’s aimed at buyers who want the look and versatility of a pickup without committing to something oversized or overly serious.

VW rebounded from the dieselgate scandal determined to do better, but the German brand’s boss has admitted that some of those early efforts landed wide of the mark. Now he’s on a mission to right some ID. wrongs and win back the crowd it drifted away from.

“It was clear to me that we were actually losing our core,” CEO Thomas Schäfer told journalists at the presentation of the heavily facelifted ID.3 Neo. The former Skoda chief, who bagged the top Wolfsburg job in 2022, says the brand had drifted from the VW people knew and loved.

Related: VW ID.4’s Death Could Lead To Birth Of An American Pickup

The problems were everywhere once you started looking. Styling that didn’t quite feel right, confusing touch controls, and a naming strategy that ditched familiar badges in favor of cold tech-speak. Turns out customers didn’t love slider controls for basic functions, and they definitely missed the clarity of names like Golf and Tiguan.

Schäfer didn’t just tweak things around the edges. He gathered hundreds of managers, threw every issue on the table, and asked for brutal honesty. “We had to change ourselves, we had to create a new mindset,” Auto Express reports the CEO saying. He recalled how his wider team reacted with relief rather than resistance when he laid out the new plan.

Ask The Customer

Engineering boss Kai Grünitz says the reset goes deeper than pretty design. “We are doing customer clinics a lot,” he explained, signalling a shift away from gut feeling toward actual feedback. That means features get tested by real people before making production, not just approved in boardrooms because the CEO has decided he likes something and engineers don’t feel able to push back.

Exterior styling is getting a rethink, too, following the Schäfer-assisted exodus of Klaus Bischoff, architect of the mostly bland first-generation ID. cars. New creative boss Andy Mindt, who came from Bentley, has pushed for simpler, more timeless shapes, plus interiors that don’t require a tutorial. Physical buttons are coming back, and even door handles are being reconsidered so they actually work when your hands are full.

“We sell emotions, we sell memories,” Grünitz said, summing up the new direction, which is really just about getting back to the old direction. If VW can pull that off again with the help of cars like the new ID. Polo (below), maybe the people’s car maker really can find its groove.

Tesla’s controversial Full Self-Driving system has received the green light for use in the Netherlands, and this could just be the start of its expansion across Europe. The decision comes after more than 18 months of tests and analysis by the RDW, the Dutch vehicle authority.

The most recent version of Tesla’s supervised FSD system “makes a positive contribution to road safety,” the RDW said. Now that it has the agency’s approval, Tesla says it will soon start rolling out the technology across the Netherlands, allowing owners to experience hands-free driving in both urban and highway settings.

Read: Feds Expand Tesla FSD Investigation After Visibility Failures

Even more important than the system’s approval for use in the Netherlands is that the RDW’s approval means it can be introduced across all European Union member states at a later date.

Before this happens, however, RDW must submit the application for authentication across the entire region, and all member states must vote on it. A majority vote is needed for the system to be approved EU-wide, and even if a majority is not achieved, individual countries can still decide to approve the system, Reuters notes.

Tackling The Country’s Most Difficult Roads

Smooth https://t.co/zJdymUNkcm

— Elon Musk (@elonmusk) April 12, 2026

Since the approval, Tesla has flooded its X account with videos of the FSD Supervised system being tested in the Netherlands. Importantly, the RDW noted that “a vehicle with FSD Supervised is not self-driving,” pointing out that “the driver remains responsible and must always maintain control.”

“The Tesla driver assistance system supports the driver more than other systems because it takes over multiple driving tasks when it is switched on,” the agency said in a statement. It added that “due to the continuous strict monitoring of the driver in the vehicle, the system is safer than other driver assistance systems,” noting it was tested both on test tracks and on public roads.

If a driver is consistently found to be not fully alert while behind the wheel, the system will trigger various signals to catch their attention. In extreme cases, the system can shut down and temporarily be prevented from switching back on.

Passed the 🇳🇱 wife test @aelluswamy ! pic.twitter.com/zpZqTR1DkD

— Sander Smit (@Sandersmit83) April 12, 2026

The head coach of the Milwaukee Bucks is stepping down from his role.

The post Milwaukee Bucks coach Doc Rivers steps down appeared first on WPR.

If you want a new car that spends more time on your driveway than at the dealer, Consumer Reports has some familiar advice. Stick with the usual suspects, be suspicious of shiny new tech, and maybe don’t volunteer to beta test an automaker’s latest big idea.

At the top of the pile, Toyota grabbed first place with Subaru second and Lexus third. Honda and BMW rounded out the top five. Consumer Reports based the study on survey data covering about 380,000 vehicles, so this is the kind of league table that has credibility, and isn’t just the result of an angry guy yelling into a forum thread about his rogue SUV.

Related: A CX-90 Owner Returned His New SUV After One Day, Bought Another, And Got The Same Problem

If you’re wondering who had the best transformation, that would be Tesla. It jumped eight places from last year’s study to ninth overall, helped largely by stronger showings from the Model 3 and, in particular, the Model Y. That doesn’t mean everything in Tesla land is suddenly flawless, because the Cybertruck still landed below average, but it does suggest the company is finally getting a better grip on some of the fit, finish, and hardware gremlins that used to follow it around.

Mazda’s PHEV Nightmare

The brand that took the awkward tumble was Mazda, which dropped eight spots to 14th. Older Mazda models still did reasonably well, but the newer, more complicated CX-70 and CX-90, especially in plug-in hybrid form, apparently kept causing trouble.

That’s a classic case of what happens when an automaker gets ambitious with new platforms, new drivetrains, and new tech all at once. Sometimes the engineering team nails it. Sometimes the owners become unwitting, unpaid members of the R&D squad.

Consumer Reports also says hybrids continue to be a safe option for ICE fans looking for better economy. EVs and PHEVs, meanwhile, remain overrepresented among the least reliable models in the survey, especially when they’re brand new or heavily redesigned.

Buick Leads Detroit Brands

There were a few other eyebrow raisers in the rankings. Buick was the highest placed traditional Big Three Detroit brand at eighth, Ford landed 11th, and relative newcomer Rivian brought up the rear, though it’s worth pointing out that Jaguar, Land Rover, Fiat, Alfa Romeo and more were excluded from the study due to a lack of data.

Consumer Reports also found Asian brands still dominate on reliability, Europeans sit in the middle, and domestic brands trail overall, even if Tesla’s jump gave Team America something to celebrate. 

And reliability is worth celebrating. No, it’s never going to be sexy, but unless your idea of excitement includes hanging around in waiting rooms and constantly swapping into loaner crossovers, Consumer Reports has a pretty clear message: maybe let somebody else test the cutting edge first.

Consumer Reports Reliability Study

Consumer Reports

In an era where cars are less mechanical than they are tech showpieces on wheels, your car is becoming more akin to your phone in terms of how its lifecycle is updated. Modern vehicles are packed with screens and features, all governed by software, software that can be updated, refined, and patched with relative ease. According to one report, there’s a company that understands that better than any others.

That company is none other than BYD, the Chinese New Energy Vehicle specialist that continues to make headlines, both good and bad. In this instance, the firm is employing over-the-air (OTA) software updates to increase vehicle performance and the life cycle of its models.

See Also: China Does What Many Drivers Wish Someone Would Do About Car Screens

In mid-February, BYD released the fourth OTA update to its Han L sedan, a flagship vehicle of the Dynasty family, which was first unveiled in April 2025. The upgrade will introduce an enhanced driver assistance system, which is end-to-end AI-driven to improve its perception and decision-making in complex driving scenarios.

The new features will take about two hours to install, and owners will be in a position to utilize the new features without going to an automobile dealership.

Chinese Lead In OTA Updates

Chinese manufacturers, such as BYD, seem to be leading in the OTA update sphere. While the concept may have been pioneered by brands such as Tesla, the evidence would suggest that Western manufacturers are lagging.

In the past, vehicles would receive only minor changes, often via facelifts and perhaps even several years after being introduced. OTA technology has broken this pattern and enabled the cycle of continuous improvements to keep vehicles updated throughout their lifetime in a similar manner as smartphones.

BYD leads this change with its active strategy of updates. In 2025, Nikkei Asia reports that the company released about 200 software updates on its Ocean and Dynasty brands. Other brands like Aito, a creation of Huawei Technologies and Seres Group, and startups like Leapmotor have become more prolific when it comes to OTA updates. Tesla, by comparison, only had 16 OTA updates last year. Toyota and VW didn’t fair any better, with eight and five respectively.

Nissan, with its new N7 electric car, however, managed to push out its first update just two months after its launch, unlocking new applications and longer voice recognition capabilities. “OTA updates must be developed even before product launch as part of the car’s lifecycle, in order to keep up,” said Isao Sekiguchi, managing director of Dongfeng Nissan.

There is a catch. The N7 is not a clean-sheet Nissan effort, but a joint project with Dongfeng Motor Corporation, built on the Chinese partner’s eπ 007 platform.

Less Opportunities To Monetize Updates

BYD’s rapid rate may be explained by the vertical integration development model, i.e. in-house design of semiconductors, operating systems, and hardware, designed by BYD. Such control allows the company to update it at a very high speed and efficiently without modifying the user experience.

However, OTA updates have an economic cost. It’s not just the cost incurred in developing and rolling out each update. While the extension of technological relevance of a vehicle may enhance the resale values and decrease the occurrence of complete model redesigns, OTA technology is difficult to commercialize.

In China, updates are generally free of charge, which rules out the opportunity to add to a company’s bottom line. Instead, Tesla-like subscription-based solutions are being considered by the industry. XPeng is mulling over more advanced levels of autonomous driving, particularly Level 4 technology, which could be marketed as an extra service. This would mirror the strategy Tesla already used with its Full Self-Driving subscription in North America.

Here’s some good news if you’ve been eyeing an EV as a way out of buying expensive gas, but also flinching at the price of making the switch. The gap between electric and gas cars just shrank to its smallest level ever. Okay, so $5,800 is not pocket change, but it’s a whole lot less scary than it used to be, and is the kind of difference you could even out with fuel cost savings if you’re a high mileage driver.

New EV prices dropped 2.8 percent year over year to $54,508, marking their third straight monthly decline, according to fresh data from Cox Automotive’s Kelley Blue Book. That’s not happening by accident, either. Automakers are throwing incentives at buyers like confetti, with EV discounts now averaging 14.6 percent of transaction price.

Related: Most Automakers Clear Inventory With Discounts, Tesla Raised Model S And X Prices Instead

Meanwhile, gas and hybrid vehicles are holding steady. The industry average transaction (ATP) price landed at $49,275 in March, up 3.5 percent from last year but basically flat compared with February. So while EVs are coming down, ICE models aren’t exactly rushing to meet them halfway.

The annual price gains have now accelerated for four consecutive months. The average MSRP reached $51,456, marking the 12th straight month above $50,000.

New-Vehicle Average Transaction Price

Bigger Is Better

What’s really driving the overall numbers, though, is what Americans are actually buying. Spoiler alert, it’s still big stuff, and its not electric. Full-size pickups are hovering near $66,000, while full-size SUVs are knocking on the door of $80,000. 

At the other end of the spectrum, compact cars are barely moving, up just 1.1 percent year over year and still sitting under $28,000. Even with rising prices, they’re losing relevance as buyers keep chasing space, power, and presence.

The brand data adds another layer of intrigue. Porsche buyers clearly didn’t get the memo about tightening American household budgets, with average prices jumping 12.4 percent year over year to $128,447. Cadillac is also riding high with an 11.6 percent increase to $84,139. 

Mercedes, Tesla Prices Down

But not everyone’s winning. Mercedes-Benz prices fell 3.4 percent to $75,886, while Tesla dropped 2.6 percent to $53,142, continuing its quiet price-cut campaign to stay competitive. 

And then there are incentives across the wider market. They climbed to 7.2 percent of ATP, up from 6.9 percent in February, showing that even as prices stay high, automakers are working harder behind the scenes to keep buyers interested.

Average Transaction Price By Automaker

Average Transaction Price By Brand

Average Transaction Price By Segment

Cox Automotive/KBB, Images Hyundai/Porsche

BYD has officially confirmed that its absurdly powerful new charging tech is headed to Europe, which means the phrase “rapid charger” may soon need a slightly more ambitious definition. Across the next 12 months, the company plans 6,000 Flash Charging stations outside China, including 3,000 across Europe.

Europe already has thousands of EV fill-up stations, but these BYD Flash Charge devices don’t just edge past today’s fastest public chargers, they absolutely body-slam them. BYD says the new hardware can deliver up to 1,500 kW, making it comfortably the quickest charging setup announced for Europe so far.

Related: Geely’s Golden Brick Battery Charges Faster Than BYD, But Good Luck Finding A Plug For It

Better yet, this won’t be some members-only club for BYD owners. The chargers are set to use CCS2 connectors and should be open to other brands too. Dealers selling BYD’s posh Denza vehicles will get their own branded versions, while public sites elsewhere will simply wear the Flash name. BYD is also planning to work with existing charging locations rather than starting from scratch every time.

The headline numbers are predictably bonkers. BYD says its newest battery tech can take compatible cars from 10 to 70 percent in five minutes, and from 10 to 97 percent in nine. That’s less charging stop, and more pause for breath.

Denza Leads The Charge

The first big beneficiaries in Europe will be the Denza Z9GT and the D9 DM-i. The Z9GT is the flashy one, a tri-motor, fully-electric shooting brake with a 123 kWh battery and enough shove to hit 62 mph in 2.7 seconds.

The D9 DM-i minivan, meanwhile, proves plug-in hybrids can join the party too. Its 58.5 kWh battery can accept up to 559 kW, allowing the same five-minute run from 10 to 70 percent and nine minutes from 10 to 97. That’s especially handy in a giant seven-seat MPV with 130 miles (209 km) of electric range and a 590-mile (950 km) total figure when the petrol tank is full. In contrast, some PHEVs from other brands still don’t accept DC charging at all.

Of course, BYD isn’t the only one throwing elbows. Earlier this week, Geely claimed its latest chargers and Golden Brick battery tech were even quicker still, because apparently the industry has decided the best way to sell EVs is through stopwatch violence.

BMW Says Non To Charging War

BMW, though, isn’t buying the hype. “You always have to be careful with those kinds of announcements,” the company’s battery production boss Markus Fallböhmer told Car Sales recently, suggesting battery longevity and reliability could be at stake.

“It is possible to optimize one single performance indicator, but you have to make compromises on other sides. We could also increase our charging speed, but then you have to reduce other important factors of a battery.”

BYD

Surging demand for domestic brands in China has dealt a heavy blow to Porsche, pushing the company to shutter roughly 30 percent of its dealerships as sales have plunged 50 percent since 2022. The slide shows little sign of easing. In the most recent quarter alone, Porsche lost another 21 percent of its market share.

Yet despite the growing pressure from Chinese automakers, the brand insists the trend could work in its favor, at least in select Western markets such as Australia.

Read: Porsche Custom Builds Usually Stay One-Off, Not These Four

While the number of vehicles from China available in Australia continues to increase by the month, the German sports car maker doesn’t face the same level of competition as it does elsewhere. According to Porsche Cars Australia chief executive Daniel Schmollinger, many buyers entering the market through more affordable Chinese models may eventually set their sights higher.

“I wouldn’t call it concern; I wouldn’t call it worried; I look at it as an opportunity,” he told Australia’s Drive. “They’re obviously in a different price range from where we are. I’m actually happy to see these brands being successful here because at one point in time we will see, like after three years, first-time electric in a Chinese brand, people will want what’s next. And what is the next step? Then we are here for them.”

From Chinese To German?

While this certainly seems possible, there’s absolutely no guarantee that those buying an EV from a Chinese company now will be interested in upgrading to a Porsche in the future. Indeed, if they’re after a new EV from China, they’re likely quite budget-conscious and are looking for something that presents good value for money.

Also: China’s $28K Taycan Clone Is Coming Whether Porsche Likes It Or Not

If, for example, someone were to buy a 700 hp EV from China for a third of the price of a Porsche, would they really have any interest in upgrading in a few years just for the German badge? Porsche is likely betting that these individuals’ incomes will grow, and as they do, it’s certainly possible they will start looking at more traditionally premium brands.