The Lion Bus electric school buses pulled from service in Quebec two weeks ago have reportedly all returned to the road after repairs were made to faulty HVAC fuses.

The Quebec Ministry of Education had ordered LionC electric school bus models to be taken out of service after a fire in Montreal Sept. 9, leading to school disruptions across the province and a renewed scrutiny of electric school bus safety. Lion360 diesel school buses, which Lion manufactured prior to only producing electric vehicles in 2017, were also affected by the issue. Lion Bus issued an inspection bulletin detailing the four-hour repair.

“We have identified some potential anomalies in a sub-component of the HVAC system that Lion obtains from a third-party supplier,” the bulletin states. “In the interest of safety above all else, we request that Lion bus operators perform the following inspections and modifications: [M]andatory inspection of several low-voltage electrical connections, replacement of certain electrical connectors, replace fan fuses with less powerful ones, adding a fuse to an HVAC control panel circuit. This inspection and modification procedure must be carried out on all Lion360 (diesel) and LionC 3rd generation and earlier buses (Gen3, Gen2 and Gen1).”

Lion Bus, the new name of the former Lion Electric based in Saint-Jérôme, Quebec, has become the centerpiece of Canada’s electric school bus transition. The manufacturer has delivered more than 1,200 all-electric buses across North America, with the majority operating in Quebec. But at the same time, the company recently emerged from Canada’s version of bankruptcy protection and was acquired by a Quebec real estate magnate. Per terms of the deal, all warranties outside of Quebec became null and void.

The Sept. 9 fire occurred while the English Montreal School Board bus, operated by contractor Transco, was parked and unoccupied. No injuries resulted. Transport Canada confirmed it was investigating three total reports of LionC fires, the Montreal incident and two earlier fires, with the focus was on the low-voltage heating system. The agency, Canada’s version of the U.S. National Highway Traffic Safety Administration, said its investigation has yet to identify a safety defect “due to the extent of fire damage in affected buses.”

Transport Canada recommended fleet owners immediately inspect their LionCs “in accordance with the manufacturer’s inspection bulletin.” For school bus drivers who see any smoke or smell anything burning, Transport Canada advises them to stop the bus, evacuate all passengers and, if safe, turn off the high-voltage and 12-volt power supplies.

CBC reported that three similar fires and a smoke-filled school bus have occurred since last November. It took the Sept. 9 incident for Transport Canada to investigate, according to the article.

But reports from local firefighters indicate the fire did not spread to the lithium-ion battery pack, added nonprofit climate advocate Green Communities Canada.

“It’s important to remember that data consistently shows gas-powered vehicles are six- to eight-times more likely to catch fire than electric vehicles,” added Leif Einarson, communications manager for Green Communities Canada. “One incident should not derail the momentum we’ve built in transitioning to cleaner, safer student transportation.”

Lion Bus said in a statement on Sept. 12 that it was working with Transport Canada to determine the exact cause but confirmed “neither the electric battery nor the propulsion system was involved.”

That same day, Lion said Société de l’assurance automobile du Québec approved its plan to return LionC electric school buses to service.

The English Montreal School Board confirmed in an Instagram post Sept. 20 that Transco received the missing parts needed for its electric buses. Two days later, Sunday, Sept. 22, the school posted that all buses had been repaired, inspected and cleared for operation Monday. In all, 76 school buses were grounded, cancelling 68 routes.

First Student owns Transco in Quebec. But the largest contractor in North America, First Student also operates more Lion ESBs than any fleet, including in the U.S.

“Our maintenance and engineering teams are following the Lion Inspection Bulletin to guide all inspections and replacements. As part of this [Lion] bulletin, we are conducting a multi-step inspection focused on electrical safety and system integrity,” company spokeswoman Brenna Rudisill told School Transportation News. “This includes replacing the HVAC control panel for wiring damage and foreign objects, replacing specific fuses to optimize fan performance, checking electrical panels and starter solenoid connections for proper torque and alignment, and verifying bulkhead terminal tightness.”

Rudisill added First Student technicians replaced any faulty components found and upgraded connectors. The issue had been receiving the parts. She said the contractor advises school districts across Canada and the U.S. to “continue to follow Lion’s inspection bulletin.”

Valérie Tremblay, coordinator for the Canadian Electric School Bus Alliance (CESBA), said the inspections brought an unexpected upside.

“The good thing is it pushed school districts, operators and Transport Canada to thoroughly inspect all electric school buses,” she explained.

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Related: Report: Inequities in Canadian Electric School Bus Transition Threaten At-risk Populations
Related: Green Bus Summit Commences with Discussion on Future-Proofing Electric Buses
Related: Canada Becomes First Country to Mandate External School Bus Surveillance Feeds
Related: Arkansas School District Thanks Driver for Quick Response During Bus Fire

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Using an EV’s regenerative braking power to slow down can make driving in traffic easier because you don’t have to constantly jump between pedals. But judging by one teen’s experience, it can actually make passing your driving test harder.

A student in North Bay, Ontario, failed her full (G) road test after relying on the Tesla Model Y’s regen function to slow the car. Because the system reduced speed without her pressing the brake pedal, the examiner marked her down.

When Tech Meets Tradition

Eric Simard told CBC News that his daughter was driving his Tesla and didn’t know how to deactivate the brake regeneration. The Drive Test Ontario examiner allegedly told her that she couldn’t pause the test to call her dad how to switch it out, and checked a box on the test report to say the vehicle was “out of order,” though it was only performing as intended. They also penalized the learner for the Tesla chiming to indicate a stop light had turned green.

Related: This Controversial EV Braking Feature Will Be Illegal In China By 2027

“I find it pretty frustrating because even though it’s regenerative braking and you’re not using the brake pedal, you’re clearly the one that is in full control of making the vehicle come to a stop or to slow down,” Simard said.

Inconsistent Standards

Even more frustrating, when Simard posted about his experience on Facebook he learned that some Ontario learners had been allowed to use the regenerative braking effect on their G practical test, though others had been asked by their examiners to deactivate it.

The mixed response appears to be due to Drive Test Ontario and Ontario’s Ministry of Transportation not having a clear stance on the tech.

“Applicants are expected to understand how their vehicle’s system – including lane centering, regenerative braking, adaptive cruise control and automated parking – may affect handling and performance during a road test,” Julia Caslin, a spokesperson for the MoT, told Canada‘s CBC via email. But she made no mention of drivers being required to push the brake pedal to bring a car to a stop, and nor is there any reference to regenerative braking on their websites.

Thanks to DB for the tip!

The Jeep Wrangler hangs its reputation on its ability to go just about anywhere. Of course, that reputation is also why it’s a popular choice for those buying Power Wheels electric cars for kids. Put an adult in the Barbie Jammin’ Jeep Wrangler from Power Wheels and it turns out that there are plenty of places the vehicle can’t go. In the case of this story, rush hour traffic, to be specific.

More: This Not-So-Serious Fake G-Class Sold For Seriously Real Money

On September 5, Royal Canadian Mounted Police officers found a man piloting a Barbie Jeep down Fifteenth Ave near Nicholson Street. They stopped him, and he revealed that he wanted a Slurpee but “got lazy,” so he borrowed his roommate’s kid’s Barbie Jeep to make the trip.

As pointed out by Road&Track that brought the story to our attention, the man, 40-year-old Kasper Lincoln, reportedly showed signs of impairment and had a suspended driver’s license.

Over the Limit at 5 MPH

According to CBC News, officers administered two breath tests and confirmed that he was over the legal limit at the time. Let me remind you, it was morning, specifically, 9 a.m. The string of excellent decisions here is uncanny. For example, the Barbie Jeep in question is capable of no more than 5 mph (8 km/h). Only kids aged 3 to 7 are supposed to pilot it, and at most, it should carry no more than 130 pounds.

@cbcbritishcolumbia A Prince George, B.C., man was pulled over by police after driving a child-size pink toy Barbie Jeep along one of the city's main roads. CBC's Andrew Kurjata has more on the joy ride that made the rounds online. #princegeorge #barbiejeep #dui #britishcolumbia #cbcnews ♬ original sound – CBC British Columbia

Lincoln, who was wearing a shirt that reportedly read “Let’s Do It The Dumbest Way Possible.” Likely exceeded the weight limit and likely reduced both the intended speed and range of the toy. As such, it’s questionable whether or not he would’ve even made it to his destination and back without having to drag the toy along at some point.

He told the news station that he had no idea what he was doing was illegal and that he used the sidewalk for most of the trip before getting stopped. At this point, his driver’s license is now suspended for a further 90 days beyond the initial suspension he was already under. He’s also got a court date for December, where he’ll face a charge of prohibited driving. 

H/T to Road&Track

The new U.S.-based manufacturing of the Micro Bird joint venture between Blue Bird and Girardin Minibus of Quebec is underway, with the plant in Plattsburgh, New York, officially opening this past week.

The formation of Micro Bird USA LLC was announced last November with the factory, formerly a Nova Bus plant, acquired in December with a $38 million investment. The first U.S. manufactured Micro Birds in 15 years began rolling off the production line in July

Micro Bird said the 156,000-square-foot plant currently employs 225 workers with a goal of growing the number to 350 when it reaches full production capacity. The project is supported by the Empire State Development with nearly $10 million in performance-based Excelsior Jobs Program tax credits and a $2.5 million capital grant from the North Country Regional Economic Development Council.

New York Gov. Kathy Hochul was on hand Wednesday for the ribbon cutting ceremony.

“Today’s grand opening celebration marks a new chapter for Plattsburgh,” she said. “We are proud to welcome Micro Bird to the North Country, where the company is tapping into our skilled workforce, thriving transportation cluster, and major regional investments. This new facility strengthens the local economy, creates good jobs, and builds a brighter future for the region and all of New York.”

The current Micro Bird joint venture dates to Sept. 14, 2009, when Blue Bird and Quebec-based school bus manufacturer and dealer A. Girardin Inc. entered a 50-50 partnership agreement to create Micro Bird, Inc. and jointly market the Type A school bus branded as Micro Bird by Girardin. Girardin provided all body design, manufacturing and assembly.

Blue Bird and Girardin also entered a supply marketing agreement in 1991 to sell the Type A vehicles through Blue Bird’s sales network. The school bus was mostly assembled at Girardin’s Brantford, Ontario, plant but also at Blue Bird’s Fort Valley, Georgia, plant from 2006-2010, said Steve Girardin, the executive chairman of Micro Bird, Inc. He also noted that Girardin designed the very first Micro Bird for Blue Bird in the 1970s.

The Plattsburgh plant opening returns a significant portion of Micro Bird production to the U.S. to supplement ongoing manufacturing in Quebec but with a much larger footprint. Micro Bird USA said last year it expects the new facility will double the company’s Type A production. NBC5 reported Micro Bird USA expects the plant will help increase daily production to 15 buses a day from its current five a day.

The new plant is also fully compliant with the Buy America Act.

“This grand opening is a proud moment for the entire team,” said Eric Boulé, president and CEO of Micro Bird. “With our new facility, we are doubling our production capacity and increasing our ability to deliver high-quality, long-lasting small and mid-size buses to our customers.”

Boule added Micro Bird had been planning expansion “for some years.”

“Plattsburgh was the perfect choice for us, the availability of a highly skilled workforce, proximity to major markets, and within a community with a strong manufacturing ecosystem,” he continued.

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Related: Longer-Range Micro Bird Electric School Bus to Hit Road in Early 2025
Related:Some Type A School Buses Fall Under Latest EPA Pollution Reduction Rule
Related: Type A School Bus Market Consolidates with Acquisition of Trans Tech Bus

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An electric school bus caught fire in Montreal’s Côte-des-Neiges neighborhood. Fortunately, all five children aboard, along with the driver, were unharmed, reported CBC News.

The incident reportedly occurred Sept. 9 near, sparking concern among parents and local authorities.

The Centre de services scolaire de Montréal (CSSDM) stated via the article that the children were being transported to one of the city’s schools when the driver noticed an unusual odor coming from the bus. Realizing something was wrong, the driver quickly parked the vehicle, evacuated the children, and called for help. A separate bus arrived shortly afterward to pick up the students.

The cause of the fire remains under investigation, with no official conclusions drawn yet. However, a Montreal Fire Department spokesperson confirmed via the news report that the fire began after the driver turned off the bus’ heating system and noticed smoke rising from the vents. The fire spread rapidly but did not damage the vehicle’s battery system. Firefighters were able to put out the flames with four crew members on the scene.

According to the news report, a statement from CSSDM assured parents that the transportation company’s vehicles undergo rigorous mechanical checks, which had recently been completed.

“As per our contracts, the transportation company’s vehicles are subject to strict mechanical verification requirements, and those verifications are recent,” the statement said via the article. The school service center has been in close contact with the company to determine the cause of the fire.

The bus was reportedly manufactured by Lion Electric, now known as LION Bus after being acquired out of bankruptcy earlier this year. In a statement via the article, LION confirmed it is conducting an internal analysis to better understand the circumstances surrounding the fire. However, as STN has reported, LION has ceased all operations in the U.S. after being purchased by a private company in Canada. The bus involved in the fire was owned by First Studen. In a statement, First Student commended the school bus driver for acting swiftly and praised the local fire department for their prompt response.

“The bus driver responded swiftly and appropriately, ensuring the safety of everyone on board. We also want to thank the local fire department for their prompt and professional response,” the company said via the article.

According to the news report, this incident is similar to one occurring last November, when another electric school bus caught fire in Ascot Corner, Quebec. In that case, the fire also started in the vehicle’s heating system but, like Tuesday’s incident, did not affect the battery. The driver in that case was the only one on board and escaped unharmed.

Parents of students on board the bus were informed of the incident, and while there was some delay in getting the children home, the quick response from the driver and emergency services ensured the situation was handled without injury.

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Related: Missouri Students Learn School Bus, Fire Safety During Back-to-School Bash
Related: Arkansas School District Thanks Driver for Quick Response During Bus Fire
Related: WATCH: South Carolina Bus Driver and Monitor Save Children from House Fire
Related: STN EXPO East Sessions Focus on Fire Safety, Partnerships with First Responders

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Chinese cars are making huge gains in Asia, Europe and South America, but brutal 100 percent tariffs have so far kept them locked out of North America. There’s a chance, though, that this won’t last much longer as Canadian lawmakers are considering scrapping the steep tariffs – and the country’s drivers think they should.

In a recent pole conducted by Canada’s CTV News, almost two thirds of respondents said they either supported or somewhat supported removing the 100 percent duty on Chinese-made EVs. A total 29 percent supported the removal of tariffs and 33 percent somewhat supported the move. Nine percent of those asked weren’t sure, while 27 percent either opposed or somewhat opposed ditching the duty altogether.

Related: Canada Freezes EV Mandate And GM Boss Can’t Stop Smiling

Canada’s government imposed the tariffs 11 months ago claiming the measure would shield local automakers from unfair Chinese competition. An EU study that led to similar, but less harsh, tariffs in the Old Continent found Chinese automakers received various forms of financial help from their country’s government.

Sliding EV Sales

Now, however, Canadian lawmakers have admitted that the tariffs are up for review. One of the reasons is that EV sales have cratered in the country, with figures released this week showing registrations of fully electric cars north of the US border are down a massive 39.2 percent, in part due to the lower availability of incentives.

Canada recently scrapped its mandate that 20 percent of all new vehicles be zero emissions by 2026 having realized the target was unworkable. Giving drivers access to more EVs, and ones with attractively low prices at that, could potentially boost electric car takeup – or so the thinking goes.

CTV Survey: Do You Support Removing 100 Percent Tariff on Chinese EVs?

Source: CTV News

Pressure From the Fields

There’s another force pushing for the removal of tariffs, though, and it’s nothing to do with cars or meeting lower emissions targets: it’s farmers. The agricultural industry hopes that by Canada agreeing to scrap 100 percent tariffs on EVs, or at least lower the rate, might make China willing to remove its own 75.8 percent tariffs on Canadian crops such as Canola.

Canada’s PM Mark Carney last week pledged $370 million CAD ($267m US) in support for the Canola market to help it weather the tariffs. The Canola industry supports 206,000 Canadian jobs and contributes $43.7 billion CAD ($31.6 bn US) to the country’s economy, according to Canola Digest, so the local government obviously pays great attention to it.

It’s not just in the US where the federal government is backing away from previous electrification commitments. Last week, Canadian Prime Minister Mark Carney announced that the government will no longer implement a mandate that would have required 20 percent of all new vehicles sold in Canada by next year to be electric. Unsurprisingly, this news has been welcomed by GM.

Read: Canada Walks Back EV Mandate Amid US Trade War

While recently speaking at an EV conference in Vancouver, GM Canada president Kristian Aquilina noted that the transition to electric vehicles will be volatile and that policies should reflect customer demand.

Automaker’s Perspective

“When it comes to EV adoption, it’s not going to be linear,” he said. “It’s going to be a lot of noise in the system that causes adoption to be a little bit more volatile than what an idealistic straight-line adoption curve that is enforced by a mandate would suggest.”

“In summary, we would be pursuing a future whereby EV policy in this country is just a bit more reflective of the realities of consumer demand, rather than a forced outcome,” Aquilina added.

Canada’s original plan set out a gradual ramp-up of EV sales until 2035, when all light-duty vehicles sold would need to be either plug-in hybrids or fully electric. By scrapping the 2026 mandate, Carney’s government has signaled a shift in approach, though it has also launched a 60-day review of the country’s broader EV program. According to CTV News, internal government documents suggest that annual sales targets may still be amended.

Good for Carmakers, Bad for Drivers?

Not everyone sees the delay of EV mandates in the country as harmless. Adam Thorn, director of transportation at the Pembina Institute, argued that relaxing the mandate helps automakers but undermines long-term benefits for Canadians.

“While automakers are facing serious challenges due to U.S. tariffs, the government could have maintained the overall purpose of the regulation by adjusting existing compliance flexibilities to provide automakers some much-needed breathing room,” he said.

Thorn suggested options like extending credits for plug-in hybrids and charging infrastructure, modestly easing targets, or reconsidering tariffs on Chinese-made EVs, steps that could support the industry without weakening Canada’s overall electrification goals.

Automakers aren’t the only ones walking back their electric vehicle plans as Canadian Prime Minister Mark Carney has decided to give companies additional “flexibility.” As such, he’s waiving 2026 model year vehicles from the Electric Vehicle Availability Standard and will conduct a broader review to “provide additional flexibilities and reduce costs.”

As the prime minister’s office explained, the government wants to make “targeted regulatory adjustments” to ensure automotive companies remain competitive during the transition to electric vehicles. They added the “automotive sector is essential to Canada’s economy, supporting jobs, trade, innovation and the green transition.”

More: Canada Requires All New Cars Sold By 2035 To Be Electrified

The Electric Vehicle Availability Standard originally required at least 20% of new light-duty vehicle sales be zero emission by 2026. However, the rules will be amended to remove that target to reduce “economic pressure due to tariffs.”

On top of that, the government is reviewing other EVAS deadlines to ensure they “reflect market realities” and don’t place an “undue burden on automakers.” As you may recall, 60% of sales are supposed to be zero emission vehicles by 2030, while that number would rise to 100% by 2035.

Despite hitting the brakes on Canada’s electric vehicle push, Carney’s office said zero emission vehicles are “crucial for addressing climate change,” improving health, and creating significant opportunities for the economy. However, the government noted the transition to EVs is “unfolding amid significant short-term economic uncertainty” and “Canada must carefully consider how recent U.S. policy uncertainty could affect the affordability and availability of ZEVs in the integrated North American market.”

Interestingly, the government said they’ll “explore options to bring more affordable electric vehicles to Canadians.” They didn’t go into specifics, but it will be interesting to see if they’ll crack the door open to Chinese brands.

The changes to the Electric Vehicle Availability Standard were revealed as part of a larger announcement that aims to “protect, build, and transform Canadian strategic industries.” Part of this includes a new Buy Canadian Policy for the federal government as well as a Regional Tariff Response Initiative, which aims to help small and medium-sized businesses impacted by U.S. tariffs.

With 2.2 million Canadian students back in school via the yellow school bus, a new report by the Canadian Electric School Bus Alliance (CESBA) highlights the need for equity of access and funding to make the transition to electric school buses a successful one. ​

Fewer than 4 percent of Canada’s 51,000 school buses, about 2,000 vehicles, are currently electric. But 70 percent of school buses on the road are set to be replaced in the next two to seven years, the report emphasizes.

Embedding Equity in Canada’s Transition to Electric School Buses calls on federal and provincial policymakers to ensure no one is left behind during the country’s move toward zero-emissions school buses. It identifies challenges faced by indigenous communities, students with disabilities and under-resourced areas in accessing ESBs. Adoption remains “significantly lower” in indigenous and remote communities nationwide, due primarily to cost barriers. ​

“We want to make sure that provinces roll out some financial incentive for electric school buses because right now just for the deployment there are absolutely no guidelines that force school bus operators or school districts to prioritize electric school buses in communities where there is more pollution and where they’re actually underserved,” lead author Valerie Tremblay of Green Communities Canada, a co-coordinator of CESBA, told School Transportation News.

The paper notes most ESBs range from $400,000 to $600,000 per bus compared to $125,000 for a diesel model — and related infrastructure, which proves especially challenging for indigenous and remote communities that already have higher transportation costs and barriers to funding. For example, transporting a student in northern Alberta costs $1,279 compared to $363 in urban areas, according to a report on education transportation needs prepared for the Assembly of First Nations, an advocacy group for indigenous people across Canada. ​

School bus contractor Switzer-Carty is a CESBA member company and currently operates two, 2018 model-year, Type C ESBs from the former Lion Electric. Those buses transport general education students, said Rich Bagdonas, vice president of business development for Switzer-Carty. But funding is also at issue.

The federal government targets 35 percent of medium- and heavy-duty vehicles sales to be zero emissions by 2030 and 100 percent by 2040. The Zero Emissions Transit Fund (ZETF) covers capital and planning costs, while the Zero Emissions Vehicle Infrastructure Program funds chargers.

But Bagdonas pointed out that Ontario, where Switzer-Carty mainly operates, does not currently offer provincial funding programs or incentives though the company is exploring other local options.

Tremblay added ESB funding and deployment has so far focused on Montreal and Quebec, where 80 percent or about 1,600 ESBs operate, and other urban cities. Quebec also mandates nearly two-thirds of school bus fleets be electrified by 2030. British Columbia operates about 150 ESBs and also offers incentives, noted Bagdonas, as the province also aligns with California’s mandate that all trucks and buses be electrified by 2036.

Further illustrating the challenge, the report shares that Prince Edward’s Island also has no funding program currently in place despite targeting 100 percent ESBs province-wide by 2030. It had been relying on funding from the Canada Infrastructure Bank Zero-Emissions Bus Initiative, but those funds are now exhausted.

The report recommends revising provincial and federal budgets to cover higher upfront ESB costs and better support small fleet operators.

Tremblay and associate Nicole Roach note that procurement guidelines and safety standards also need updating to ensure universal bus design and a wider range of school bus models that provide accessibility and inclusivity for all. For example, they call for standard wheelchair lifts for students with disabilities.

Tremblay and Roach write that Type A school buses now offer increased range, the prior lack of which had posed “significant challenges,” but supply remains constrained with only a few models available in Canada. The availability of Type C school buses equipped with wheelchair lifts “has the potential to ease some of the equity concerns tied to ESB adoption, especially for smaller operators or school districts,” they write.

Then, there is the obvious reduction in exposure to diesel emissions, which not only improves health but also provides better academic outcomes and school attendance. The report cites findings from the American Journal of Respiratory and Critical Care Medicine and the National Bureau of Economic Research in Massachusetts.

The report also considers the entire lifecycle of electric school buses, from resource extraction to manufacturing, adoption and use to disposal, and calls for intentional planning to ensure the transition benefits all communities, especially those on indigenous lands. Canada is a leading global producer of many critical minerals essential for ESB production, with mining predominantly located in Ontario, Quebec, British Columbia and Alberta.

Meanwhile, the report also notes the need for improved working conditions by increasing wages and operational funding for school transportation staff, “as electric buses provide cleaner and quieter environments but may limit extra income opportunities due to range constraints.” This includes workforce development to expand ESB maintenance training programs that address skill gaps and job losses in the transition. ​

In addition to newly manufactured ESBs, the report recommends funding pilot projects to convert diesel buses to electric, preventing the export of decommissioned buses to countries with weaker safety standards, policies for adopting safe recycling of electric vehicle batteries and strengthening protections in mining practices to respect the rights of indigenous people and address human rights abuses linked to Canadian mining companies. ​

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Related: WRI Research Highlights Monetary Health Benefits of Electric School Buses
Related: Previous Lion Electric School Bus Warranties Voided by Company Sale
Related: Report Finds Challenges to California Vehicle Electrification Plans

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Shoppers weighing the cost of going electric may notice a curious difference between the US and Canadian markets. Nissan has confirmed US pricing for the new Leaf, which still holds its spot among the most affordable EVs available at just under US$30,000. North of the border, however, the same car carries a steeper price tag, leaving dealers, executives, and analysts to explain the gap.

The automaker has not yet shared pricing for the base Leaf S in Canada, so comparisons focus on higher trims. At current exchange rates, the S+ comes in about US$2,600 higher in Canada, the SV+ is roughly US$500 more, while the range-topping Platinum+ is actually US$800 less expensive than in the US.

More: Nissan Says We Made A Mistake With New Leaf’s Taillights

*Prices exclude destination and handling fees.

Looking Back at the First Leaf

When we compare the 2026 MY to the original Leaf from the 2011 MY, without accounting for inflation, the starting price in the US market is actually lower today (US$ 29,990 versus 32,780), something that was mentioned as a notable achievement by Nissan. However, in Canada the model has gotten more expensive than its grandfather (CA$ 44,998 versus 38,395). So what explains the difference between the two markets?

So what explains the diverging trends? Nissan Canada spokesman Didier Marsaud told Auto News: “Vehicle pricing is determined by a number of factors, including vehicle specifications, market competitiveness, and more, hence why Canadian and U.S. pricing may not be exactly the same.”

Extra Features for Cold Climates

One major factor is equipment. The Canadian-spec Leaf S+ includes heated front seats, heated mirrors, a heat pump, a battery heater, and LED turn signals as standard features, none of which are included on the equivalent US model. These additions are practical for colder regions and arguably add value for Canadian buyers.

More: Nissan’s New Leaf Could Be In Trouble Before It Even Hits The Road

Robert Karwel, analyst at J.D. Power Canada, echoed this point. He noted that differences in packaging and market dynamics often lead to Canadian models being less stripped-down than their US counterparts. “This is not an uncommon position to take in Canada, where models are more likely to be equipped not as strict ‘price leaders’ but in a way that reflects what most Canadians will actually buy.”

Despite the higher sticker price, Karwel pointed out that the Leaf still lands as one of the most affordable EVs “at transaction price” in Canada. Its cost undercuts several direct competitors, including the Chevy Equinox EV at CA$48,433, the Kia Niro EV at CA$48,620, and the Hyundai Kona Electric at CA$49,279.

Steve Chipman, CEO of Birchwood Automotive Group, which operates 24 dealerships across Canada, acknowledged that cross-border TV ads showing US prices might cause confusion. Still, he hopes buyers recognize the realities of regional pricing. “This is Canada and this is the pricing,” he said.

Nissan

New Poll: American Voters Support Federal Investments in Electric Vehicles Broad, Bipartisan Support for EV Investments and Incentives that Lower Costs, Expand Access, and Help the U.S. Beat China in the Race for Auto Manufacturing WASHINGTON, D.C. – A new bipartisan national poll conducted by Meeting Street Insights and Hart Research finds broad public support …

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