Remember when Hyundai was just that “nice but boring” carmaker your parents trusted for reliable grocery getters? Well, those days are officially dead and buried, now being quietly mocked in a corner by the Ioniq 5 N, a 601-horsepower slap in the face to the idea that electric cars are all glorified appliances. This EV doesn’t just exist; it barges into the room, shotgun in hand, and demands your attention.

It’s not just that the Ioniq 5 N is fast—although it’s stupid fast—it’s that it manages to cram a level of driving engagement into its hefty, practical frame that feels borderline illegal. On paper, it’s the kind of car that seems destined to make you question your loyalty to internal combustion. But promises on paper don’t always hold up in the real world, so we spent a week living with this modern muscle EV to find out if it’s truly the game-changer Hyundai claims, or just a flash in the pan with a fading battery.

QUICK FACTS

Photos Brad Anderson/Carscoops

We first drove the car during its Australian launch in February on several twisty roads and a racetrack and were blown away. However, it’s difficult to thoroughly test a car for just a few hours on the road and on a track. You have to actually live with it to understand it and accurately determine what’s good and what’s not so good about it. As such, we recently spent a week with the Ioniq 5 N to see how it deals with the rigors of everyday life and to discover if it is indeed the game-changing EV we thought it was after our initial test.

What makes it special?

The Ioniq 5 N is unlike anything else Hyundai’s N division has built before it. Prior to this car’s launch, N had only ever made hot hatches/sedans and a hotted-up version of the Kona crossover. All of its other cars produce between 201 hp and around 280 hp. So when it was revealed the company was launching a car with horsepower and performance to rival a Porsche Taycan, the world took notice.

More: 2025 Hyundai Ioniq 5 N Launched In Korea With Enhanced Drift Function And More Standard Kit

A key reason why the Ioniq 5 N is special is its powertrain. An 84 kWh battery pack is found beneath the skin and mated to two electric motors. A front-mounted motor delivers 235 hp (175 kW) and 370 Nm (273 lb-ft) of torque, while located at the rear is a punchier motor with 406 hp (303 kW) and 400 Nm (295 lb-ft). All up, the EV churns out 601 hp (448 kW). An extra 40 hp is unlocked when using the N Grin Boost function for 10-second bursts.

When jumping back behind the wheel of the car for the first time in more than 6 months, the immediacy and sheer power of the thing reminded me of just how exhilarating driving a high-powered electric car can be. If you’ve never experienced this feeling, do yourself a favor and try to arrange a test drive of a fast EV. Launching off the line in a car like this Hyundai feels akin to being on the world’s quickest rollercoaster, slamming your head back into the seat and making your face feel like Jell-O.

The carmaker says the Ioniq 5 N can hit 62 mph (100 km/h) in just 3.4 seconds, but we managed to record a best time of 3.1 seconds. That’s the same time we set with an Audi RS e-tron GT a few months ago and exemplifies the league of performance cars that the Ioniq 5 N can compete with.

Limited range but quick charging

Of course, performing successive launches in the 5 N quickly depletes the battery pack. Hyundai’s official claim is that the car can travel up to 448 km (278 miles) on a charge, but that’s almost impossible to achieve in the real world. Based on our experience, owners who drive their vehicles in urban environments, through city streets, and along highways, may get around 350 km (217 miles) if they’re having a little bit of fun on the way and tapping into the EV’s performance.

Photos Brad Anderson/Carscoops

While such a range figure isn’t terrible, it’s also not great. After all, the Ioniq 5 N is not a lightweight, two-door sports car that owners may use a few times a month. It is a big, practical family car that should be able to do everything a family car can, including long road trips, something it struggles with in Australia given the country’s woeful network of EV chargers. The limited range won’t be such a big deal in other markets, where 350 kW DC fast chargers are more readily available. Plugged in, it can be charged from 10-80% in just 18 minutes.

More: Hyundai Ioniq 5 N Is An Unlikely Rival To Audi’s RS7 Performance

During our time with the Ioniq 5 N, we were able to find a 350 kW charger and plugged it in for 25 minutes. In that time, the charger delivered 57.61 kWh of energy, which is about 68% of the pack’s total capacity. Charging speeds peaked at just shy of 240 kW, making this one of the quickest-charging EVs out there.

Superb handling, lots of modes to choose from

One of the most impressive things about the Ioniq 5 N is its handling. Despite weighing 2,230 kg (4,916 lbs), it hides its weight very well and loves nothing more than being hustled up a mountain road. The grip is absolutely tremendous and it’s very difficult to unsettle the car no matter how bad the road surface may be, a testament to the engineers who tuned the suspension.

Photos Brad Anderson/Carscoops

However, like other Hyundai N products, the adjustable suspension is best left in Normal mode as the Sport and Sport+ settings are too firm for the road. Similarly, the steering’s Normal mode is best and becomes too heavy in other modes. Some of the Ioniq 5 N’s dizzying array of driving modes and features are largely useless on the street. These include things like the N Drift Optimizer, N Torque Distribution that allows you to adjust the front and rear power bias, N Pedal, which maximizes brake regeneration, and N race modes.

Excluding these modes, there’s still plenty to play with. One of the Ioniq 5 N’s most recognizable features is N Active Sound+, which offers three different sound profiles. The first – and most interesting – is Ignition that aims to mimic the sound of Hyundai N’s combustion models. It does a good job of recreating the sound of an engine but does sound a little too much like you’re gaming on a PlayStation. One mode that’s hard to critique is N e-Shift, as it does a brilliant job of imitating an eight-speed dual-clutch.

One of the best things about all these modes is that they can easily be switched off, making the Ioniq 5 N feel quite docile and perfect for cruising around town. While the ride is firm even in its softest setting, the car feels right at home on suburban streets and is just as good at fetching groceries as it is embarrassing supercars from the traffic lights.

Hyundai has also equipped the Ioniq 5 N with Highway Driving Assist 2. This system includes adaptive cruise control with stop-and-go and lane-centering assistance like previous iterations of the tech suite but adds highway lane change assist. If you’re on a multi-lane highway with well-marked lines, all you have to do is flick on the turn signal, and the car will automatically change lanes for you. The system works well, although its usefulness is up for debate.

The tires don’t last

One of the key advantages of EVs is that they generally require less mechanical upkeep than combustion-powered cars. While that will probably also hold true for the Ioniq 5 N, this thing will chew through tires like you wouldn’t believe.

More: Hyundai Ioniq 5 N Sets New EV Records At Pikes Peak

As standard, it comes standard with specially-developed Pirelli P-Zero Corsa tires measuring 275/35 ZR21 at all four corners. These tires provide monumental levels of grip but have an almost unbelievably low treadwear rating of just 80. By comparison, typical Michelin Pilot Sport 4S tires have a treadwear rating of 300, and even competition-spec semi-slicks like the Toyo R888R have a 100 treadwear rating. It’s hardly a surprise then that our test car, with less than 7,000 km (~4,300 miles) on the odometer, only had about 1 mm of tread left.

Photos Brad Anderson/Carscoops

A spacious cabin, but with lots of hard plastics

The cabin of the Ioniq 5 N is good, just like the regular model. It’s a little bit of a shame Hyundai has ditched the sliding center console of the standard car in favor of a fixed unit and the fact the seats are manually-adjustable at this price point feels a little cheap. On the flip side, the front seats themselves are very comfortable over long journeys and also hold you in position well.

The 3,000 mm (118-inch) wheelbase means rear passengers have plenty of legroom, and a tilt function for the backrests is a nice feature. With a flat floor, it’s also possible to ferry three adults in the rear in relative comfort. Rear cargo space is only okay at 480 liters (16.9 cubic-feet) and is 80 liters (2.8 cubic-feet) less than the standard Ioniq 5. There’s also no frunk, as the N’s sound generator is located up front. There’s also too much hard, black, scratchy plastic found throughout. It’s fine on a regular car but isn’t so nice when you’re spending AU$120,000 (~$76,800).

Verdict

As is often the case, living with the Ioniq 5 N revealed a few minor foibles that we didn’t notice when first testing the car. Despite these imperfections, though, it’s still an absolute animal that provides great driving thrills, proving that EVs don’t have to be boring.

As a technical exercise, it’s remarkable and will likely remain the driver-focused EV benchmark in its segment until someone comes up with something even better. But we wouldn’t buy one. We’d rather get an i30 N Sedan and pocket the extra AU$60,000 (~$38,400).

Photo Credits: Brad Anderson/Carscoops

While Brabus is best known as a premier aftermarket Mercedes-Benz tuner, it has also maintained a 50:50 joint venture with Daimler since 2001, channeling its expertise into customizing models from the Smart family. Brabus, the same brand responsible for turning AMG monsters into even bigger monsters, has now turned its attention to the Smart #3 that benefits from a raft of modifications.

It goes squarely against the class-leading Tesla Model Y Performance, but also rivals slightly more premium offerings like the BMW iX3 and Genesis GV60 Performance. It’s just landed in Australia and is being sold online and through Mercedes-Benz dealerships nationwide. Does it have the goods to be a serious player in this segment?

QUICK FACTS

Photos Brad Anderson/Carscoops

Competitive Pricing

On price, the #3 Brabus is a compelling option, something I’d never thought I’d say for a vehicle that’s half German. This flagship model starts at AU$70,900 (~$45,200), making it quite a bit pricier than the entry-level Smart #3 starting at AU$57,900 (~$36,900), and the mid-range Smart #3 Premium, which kicks off at AU$61,900 (~$39,500). However, when you look at the competition, the Brabus starts to make a lot of sense.

Locally, a Tesla Model Y Performance starts at AU$84,700 (~$54,000), and while it has a little bit more power, it’s not as quick as the Brabus. Other alternatives are significantly more expensive, including the entry-level BMW iX3 (AU$89,100 / $36,900) and the much more premium Genesis GV60 Performance, which starts at around AU$110,000 (~$70,000). A compelling alternative to the Brabus #3 that will launch shortly is the mechanically-related Zeekr X.

Both the Smart #3 and Zeekr share the same platform, as does the Volvo EX30, and the equivalent flagship X AWD will start at AU$64,900 (~$41,400). For now, however, the Brabus is hard to beat in terms of price and performance.

Photos Brad Anderson/Carscoops

Smart Nailed The Quality

Smart has done a fine job of making the #3’s interior feel fitting of the price tag. It’s a lot more interesting than the bland cabin of the Model Y and is mostly covered in nice materials. Admittedly, there’s a little too much hard black plastic on the door panels, but the rest of the interior does have a German and premium feel to it.

Immediately catching the eye is the layout of the #3. The trio of circular air vents in the center of the dashboard are classic Mercedes-Benz and the central spine running from the dash to the center console is finished in plastic with a silver finish, aiming to imitate metal. It does a pretty good job, and hidden behind a flap under the air vents is a wireless phone charger and two USB ports. The cup holders are also hidden beneath a sliding cover.

Standing out is a 12.8-inch tablet-like infotainment system. It takes after Tesla and many Chinese cars, adopting an operating system more reminiscent of a smartphone than a normal car system. That means it’s filled with an array of different menus, display screens, and seemingly endless settings. I didn’t like it when I first got in, but after two days or so, I was won over. Less tech-savvy buyers may have a harder time, however.

Photos Brad Anderson/Carscoops

The main display screen consists of a handful of widgets, including one shaped like the Earth for navigation, a media screen, details about driving consumption, weather, and your current driving mode. Scroll over, and you’re taken to an apps screen. Important vehicle settings are then accessed by pressing the vehicle button on the bottom right of the screen, while a strip of handy shortcuts house all the climate control settings.

Read: Smart #3 Brabus Gains Extra Dose Of Brabusness

Positioned below the screen are six shortcut buttons, although they don’t provide haptic feedback, which is a shame. The most important is positioned on the far left and includes quick settings to the lane assist, auto hold, electric parking brake, rear foglight, hill descent control, traction control, and a setting for the one-pedal driving mode, known as s-Pedal. You can also choose between three other regenerative braking settings and enable the ‘Rocket Launch’ control system on this screen. A separate shortcut is used to toggle between the driving modes. Both wireless Android Auto and Apple CarPlay are standard.

A Spacious And Well-Equipped Cabin

Positioned in front of the driver is a three-spoke steering wheel with metal spokes and bathed in black leather and Alcantara. There’s also a narrow instrument display that shows important information like your speed, range, and multimedia. It’s not as good as a full instrument cluster, but it’s better than nothing (like in a Tesla). A large head-up display is also a nice feature you won’t find in a Model Y.

The front seats are electrically adjustable, offer plenty of adjustment, and have heated and cooled functions. They also have quite an intriguing shape and are wrapped in plush leather and Alcantara. As for the second row, legroom is good even for taller passengers. The headroom is adequate but not as good as a Model Y, although that’s hardly a surprise given the car’s slightly lower roofline. Other nice touches include metal speaker grilles and door handles – not something you’ll always find at this price point.

Photos Brad Anderson/Carscoops

Other welcome features of the cabin include a decent 640-watt Beats audio system and a 360-degree camera. A highly configurable ambient lighting system, very similar to those of current Mercedes-Benz models, is also standard.

All Brabus #3 models also have a massive panoramic glass roof as standard. Unfortunately, Smart has taken a leaf from the Tesla playbook and has not provided a sunshade for this glass panel. While it’s well-tinted, heat still gets in, and it doesn’t completely block out the sun, which is annoying on hot summer days.

All of the climate control settings are housed within the screen. While they’re easy to access, the icons you have to press are a little too small, making it annoying while on the move. Settings for the seat heating and cooling are miniature.

Storage is adequate with a 370-liter (13 cubic-foot) boot or 1,160 liters (40.9 cubic-feet) with the rear seats folded down. There’s also a hidden cubby at the back for charging cables and a 15-liter (0.5 cubic-foot) frunk.

Photos Brad Anderson/Carscoops

Great Performance, But Could Do With Stickier Tires

The Brabus #3 is a good drive but does have some peculiarities. All #3 models feature a 66 kWh lithium nickel cobalt manganese battery pack under the floor that drives a pair of electric motors. All up, the EV delivers a punchy 422 hp (315 kW) and 543 Nm (400 lb-ft) of torque, allowing it to hit 100 km/h (62 mph) in 3.7 seconds (the same as a Model Y Performance), according to Smart. We recorded a best time of 3.59 seconds with a GPS timer and the ‘Rocket Launch’ setting enabled.

In typical EV fashion, it fires off the line with impressive pace, having no struggle putting all of its power to the ground. When seeking the best performance, it’s a good idea to select either the Sport or Brabus driving modes, as they sharpen up the throttle response and unleash all the power. Eco and Comfort modes are also offered, which are better suited to everyday driving.

The steering feel is next to non-existent, although it does tighten up in the sportier of the four steering settings. Even still, it can be a little tough to feel what the front tires are up to. Speaking of the tires, they’re Continental EcoContact 6Qs at all four corners, measuring 245/40 R20. While they are quiet, they have been designed for economical driving and aren’t all that well-suited to the Brabus. Push the SUV hard into a corner, and the tires will start to slip and screech quite quickly. We’d prefer some slightly stickier tires to come standard.

The ride is good. Plenty of EVs are too stiff, but the #3 is comfortable and plush. It’s not quite as soft as a Model Y, however.

Lots Of ADAS – And A Few Foibles

Four different levels of regenerative braking are available, including a one-pedal mode known as s-Pedal. During my week with the Brabus, I predominantly drove it in s-Pedal mode, and it works just as advertised. If driven with the brake regen in the low, medium, or high settings, the feel through the brake pedal can be a little inconsistent. It seems like the car will subtly and quickly grab the brakes, then release them, and then grab them again, repeatedly, even if you keep consistent pressure on the pedal. It’s hard to pick, and most drivers probably won’t even notice, but it suggests some additional fine-tuning is needed to smooth out the transition from the brake regen to the friction brakes.

We also experienced a couple of small electronic issues. The car repeatedly displayed a warning saying the driver monitoring system was blocked, even though it wasn’t. Additionally, the one-pedal driving mode would sometimes work seamlessly in the Sport and Brabus driving models, while other times, it wouldn’t slow the EV to a stop. There’s also an annoying chime whenever you exceed the speed limit, and it has to be disabled each time you drive.

Plenty of driver-assistance systems come standard, including adaptive cruise control and self-steering on highways. This system performed flawlessly on the highway during our week with the EV. During everyday driving, the lane-keeping assistant can be a little over-eager to provide steering corrections but can be easily disabled with two presses of the screen.

Verdict

Overall, I was pleasantly surprised with the driving experience offered by the Brabus #3. It’s just as quick as some more expensive rivals, is smooth and quiet on the daily grind, and looks very stylish.

A downside of the small 66 kWh pack is the limited range. Smart says it’ll do 415 km (258 miles) on a charge, but a figure of around 350-370 km (217-230 miles) is more accurate if driven sedately. We averaged 19.2 kWh/100 km during our time with it. If it had a bigger battery pack, nearer the 80 kWh mark to boost the range to 450 km – 500 km (280 – 311 miles), the Smart #3 Brabus might be the best option in this segment. As it stands, it’s an excellent buy for the money – just make sure you have a home charger.

Photos Brad Anderson/Carscoops

The Abarth 500 series is one of the most recognizable sporty small cars launched in the past two decades. While it may lack the brute power of some larger hot hatches, its diminutive size and nimbleness have earned it a unique place in its class, making it a favorite for driving enthusiasts who value agility over outright speed.

The all-electric 500e retains much of the same charm as its internal combustion sibling. Although it carries additional weight due to its battery pack, it remains just as compact and maneuverable. However, the question looms: does it possess the right blend of performance and character to live up to its predecessors, or is it a misstep from Stellantis, the automotive juggernaut that’s fighting for survival in an ever-evolving market?

QUICK FACTS

A pricey proposal

It’s impossible to talk about the Abarth 500e without first discussing the price. In Australia, it starts at AU$58,900 (~$38,100) before on-road costs. Compared to the regular Fiat 500 La Prima that initially launched at AU$52,500 (~$33,900) but has since been reduced to AU$49,990 (~$32,300), that’s not bad value for money, given all of the upgrades made to the Abarth version.

However, the Abarth 500e doesn’t represent such good value for money when compared to other sporty EVs out there. For instance, the more practical MG 4 X Power, boasting 320 kW (429 hp), starts at AU$59,990 ($38,800). Similarly priced are the larger Cupra Born, also beginning at AU$59,990 ($38,800), and the Chinese Ora GT, which comes in at a more affordable AU$46,990 ($30,400).

Additionally, a range of bigger and roomier electric sedans and SUVs, such as the BYD Seal and Tesla Model Y, also start around the AU$60,000 ($38,800) mark. Considering the Abarth’s significantly smaller size compared to these alternatives, one might reasonably expect a lower price point.

Abarth continues to sell the combustion-powered 695 alongside the 500e and it too is much cheaper. In fact, it starts at AU$38,900 (~$25,100), all while packing more grunt than the EV, looking just as sporty and having the same tiny footprint. Has Abarth done anything to make the 500e feel worthy of its hefty price tag?

What changes have been made?

To start, Abarth has overhauled the exterior design and done a fine job of it. The front end has been tweaked to look much more aggressive than the standard model, and when painted in Acid Green like our test car, the 500e turns heads in a way that few other vehicles at this price point can. Providing some extra flair are 18-inch wheels, Scorpion badges on the rear quarter panels, and a beefy rear end that looks suitably sporty for a model with an Abarth badge.

Read: Abarth Is Done With ICE, Eyes A Larger Electric SUV

Then there’s the performance. Like the regular 500e, the Abarth is powered by a single electric motor driving the front wheels. However, whereas the standard model is capped at 87 kW (117 hp) and 220 Nm (162 lb-ft) of torque, the Abarth ups the ante with 114 kW (153 hp) and 235 Nm (173 lb-ft). Driving the front-mounted motor is a 42 kWh battery, and Abarth says the tiny hatch can hit 100 km/h (62 mph) in a respectable 7 seconds.

Photos Brad Anderson/Carscoops

A nicer but cramped cabin

Plenty of changes have been made to the interior, too. Unsurprisingly, it’s just as compact as the standard model but feels slightly more premium thanks to a slew of nicer materials. These include black Alcantara on the steering wheel and dashboard, bright blue and green contrast stitching, and prominent Abarth emblems on the steering wheel and pedals. A set of sports seats comes standard, and they, too, include a nice mix of Alcantara and leather.

Unfortunately, and much like the petrol-powered 695, the seats of the 500e are mounted way too high, resulting in an odd driving position for a sporty hatch like this. This also limits headroom, and at 6’2”, my hair would occasionally brush against the ceiling. It’s also a shame the Abarth has the same flimsy and wafer-thin sunshade for the glass roof as the standard model. It does a poor job of blocking the sun and an even poorer job of blocking unwanted heat from entering the cabin.

Despite the car’s compact size, storage is decent. There are reasonably spacious door pockets, a wireless phone charger, and a surprisingly deep center console. The lack of a tunnel between the front seats also adds to the practicality.

Found in the center of the dash is a 10.25-inch infotainment system that includes wireless and wired Apple CarPlay and Android Auto. However, wireless Android Auto proved troublesome during our week with the car. On more than a dozen occasions, the system unexpectedly disconnected from my phone while driving. It would quickly reconnect but after 10 or 15 minutes, would disconnect once again. It was more stable when using a USB-C cable, but it still dropped out a couple of times.

The 7-inch digital instrument cluster is nicer. It’s clear and crisp and offers a slew of different display settings.

The second row is tight and not suitable for adults. Even teenagers will struggle to get back there. We wouldn’t go as far as to say the rear seats are useless but they serve very little purpose other than to ferry small children around, something which we suspect few Abarth owners do. It’d be nice if Abarth offered an option to remove the rear seats, as it would help to make the compact trunk a little more practical.

A punchy performer

Driving the Abarth 500e in a host of different environments reveals plenty of perks, as well as a few faults. In a straight line, it is spritely enough that you have to brace your neck when accelerating or risk slamming your head into the headrest. Where the 500e shines, though, is in handling.

Photos Brad Anderson/Carscoops

Tipping the scales at 1,335 kg (2,943 lbs), it’s not exactly a featherweight given its size. However, the short wheelbase and low center of gravity make it feel like a circa 1,000 kg (2,200 lbs) car. The steering is light and direct, making the Abarth heaps of fun to toss in the turns. It does feel a little numb to steer, but that’s to be expected for the revised electric power steering.

The grip is superb. Aussie-delivered examples come standard with Bridgestone Potenza Sport tires, one of the better ultra high performance summer shoes on the market. The front end offers plenty of bite, and it’s easy to push the tires to the limit of adhesion without exceeding it. It feels like a ferocious French bulldog, clawing at the pavement and sprinting away on the corner exit. The brakes are also very impressive, even though they’re quite small.

Photos Brad Anderson/Carscoops

Efficiency is another one of the 500e’s strong suits. Abarth says the hatch can travel up to 253 km (157 miles) on a single charge, a decent figure when you consider it only has a 42 kWh pack. During our time with the key, which included several ~60 km (37 miles) jaunts, we averaged 13.3 kWh / 100 km, making it one of the more efficient EVs we’ve tested and almost matching the standard Fiat 500e.

Review: The Fiat 500e Review Is A Stylish EV But At What Cost?

A trio of driving modes are offered. For everyday driving, the Abarth is best left in Turismo mode, which slows the throttle response and turns on one-pedal driving. A Scorpion Street mode is also offered. It makes the hatch feel much more responsive while retaining the one-pedal mode. The fiercest mode is Scorpion Track, which feels very similar to Scorpion Street but significantly reduces the regenerative braking.

The overly firm ride was a bit of a letdown. As someone who daily drives a Renault Megane RS, a hot hatch known for having a firm ride, I’m used to some level of harshness on the road, but the Abarth 500e is noticeably stiffer, not only compared to my Megane RS but others at this price point. The positive of the suspension setup is that the car has very little roll while cornering.

Silly sounds

Engineers from Abarth spent over 6,000 hours developing a Sound System Generator for the 500e designed to replicate the sounds of its ICE-powered models. It is… interesting, to say the least.

The sound generated from the external speaker is quite organic and does a better job of replicating a combustion engine than the synthetic soundtrack used by the Hyundai Ioniq 5 N. However, it’s far from perfect, which makes me wonder just how hard those engineers were working during those 6,000 hours.

My biggest criticism of the system is immediately apparent when you start driving the 500e with the sound turned on. While accelerating, having a thumping soundtrack adds to the thrill of driving the car. However, once you hit the speed limit and start cruising, the speaker continues to pump out an exhaust note just as loud as when you’re accelerating. It’s as if you’re sitting at the top of 2nd gear in an ICE car and almost bumping into the rev limiter.

By comparison, the Ioniq 5 N’s fake sounds work in conjunction with the augmented eight-speed transmission, meaning you can manually go into ‘8th gear’ and limit the sounds. The Hyundai also offers 20 different levels of sound output, whereas the Abarth only has one.

Activating the external speakers is also a pain. The setting is buried within the gauge cluster and requires several taps to find. We can forgive Abarth for this, as burying drive settings in clusters and infotainment displays has become commonplace across the industry. However, the settings menu needed to access the speaker control is only available when the car is stationary, not when you’re on the move. That means the soundtrack can only be turned on or off when the car is stopped.

Verdict

The Abarth 500e does have its appeal, as it’s genuinely fun to drive, grips the road like a caffeinated gecko, and has the kind of looks that make heads turn. But let’s not beat around the bush: it’s exorbitantly expensive. With a AU$20,000 ($12,800) premium over the ICE-powered Abarth 695, it’s hard not to see this as Stellantis banking on brand loyalty while leaving buyers to absorb the financial punch. And then there’s the competition—more practical, better-equipped EVs in the same price range that leave the 500e feeling like a shiny toy with a sky-high price tag. Fun? Sure. Worth it? That’s a harder sell.

Photos Brad Anderson/Carscoops

VW’s ID electric portfolio started with just one car, the ID.3 launched back in 2020. Four years later, there’s an entire family of ID models ranging from crossovers and retro minivans to this, the ID.7, all based on the same MEB platform.

The ID.7 is on sale in Europe now, but it’s still missing from showrooms in Australia, and earlier this year VW North America postponed the model’s US launch with no new date given for its arrival. The sedan was scheduled to go on sale before the end of 2024 for the 2025 model year, but worries about the cooling EV market forced a rethink. 

We grabbed the keys to the new wagon variant to see whether those who can buy the ID.7 should, and those that can’t ought to be pestering VW to make it available.

QUICK FACTS

Overview and what’s new

The ID.7 is VW’s answer to the Kia EV6 and Tesla Model 3, but unlike those EVs, it offers the choice of both sedan (technically a hatch) and wagon-bodied Tourer shapes. The two variants ride on the same 116.8-inch (2,966 mm) wheelbase which is huge for the class – 2.6 inches (66 mm) longer than the Kia’s and 3.6 inches (91 mm) bigger than the Tesla’s.

But the Tourer’s longer roofline and more upright rear window gives it more cargo space than the sedan and arguably a touch more style. Neither version is going to make you swoon, mind. They’re like ID.4 and ID.5 SUV and crossover given a 1950s custom roof chop and sectioned body job to bring them lower to the ground. Not ugly, just lacking in the pizazz of cars like the EV6, as if VW wimped out halfway through the design process.

In the UK, the ID.7 comes in three trims: £52,240 Match, £56,140 Match Pro S Match and £62,670 GTX. The first two are the almost identical except for their battery sizes, but the GTX sets itself apart with an extra motor and all-wheel drive.

Review: VW ID.Buzz Is The Coolest Minivan On The Block, But There’s A Catch

What’s under the hood?

We drove the mid-spec ID.7 Match Pro S that gets the same 282 hp (286 PS), 402 lb-ft (545 Nm) motor on the rear axle as the entry-level car, but swaps out the 77 kWh battery for an 86 kWh unit. Many buyers might not see the need for the upgrade because the base car is fractionally quicker (6.6 seconds to 62 mph / 100 km/h versus 6.7 seconds) and is rated at 373 miles ( 600 km) of electric range.

But if you are planning on regularly taking some long trips, the bigger battery in the Pro S bumps the range to 424 miles (682 km). VW’s early ID models made do with a fairly slow 125 kW max charge rate, and even the base ID.7 is limited to 175 kW, but the ID.7 Pro S can handle 200 kW fills, which means a 10-80 percent top-up takes 26 minutes. A Kia EV6 will do the same almost 10 minutes quicker, but then the ID.7 can go much further between charges, meaning you don’t need to add as much energy to cover the same distance.

Whichever ID.7 you go for you have to pay extra (£1,050 in the UK) for a heat pump, though the range is so good you might decide its not worth the expense, especially if you live in an area with mild weather. If you live in a cold region, we wouldn’t be surprised if you got an extra 30 miles (50 km) of range with the pump fitted.

How does it drive?

We often think of EVs as cars for short trips, but the ID.7 would make a fantastic road-trip EV. Yes, it’s got a long range, but just as importantly it’s got the refinement and comfort to make you want to put that 424-mile range claim to the test.

For a start, it’s incredibly quiet. Wind noise is lower than in BMW’s much more expensive i5, tire road is subdued and the rear-mounted motor keeps schtum even when pressed. And then there’s the way it rides. The ID.7 smooths away all but the worst lumps and bumps, preventing imperfections in the road surface from getting through to your butt, your ears or your hands.

Admittedly, our press car came with DCC adaptive dampers and acoustic glass (bundled into a £2,100 Exterior Pack along with variable ratio steering and illuminated VW roundel), so we can’t say how good a base car feels, but certainly with the trick shocks and glass the ID.7’s a great cruiser.

And that’s arguably what matters for a car like this. But if what matters to you is having fun when the traffic ahead disappears, other EVs do it better. The ID.7 is competent, but never entertaining, its steering too remote and its weirdly long brake pedal action lacking the initial bite you want when hustling a car. You also only get two different levels of regenerative braking to choose from and no one-pedal function, though there are four driving modes.

Related: New VW ID.7 GTX Tourer Adds Zing To Electric Wagon With 335 HP

The single 282 hp motor can get you to 62 mph (100 km/h) in under 7 seconds, which isn’t exactly slow, but the 320 hp (324 PS) Kia EV6 you can buy for the same money only needs 5.3 seconds. If you want that kind of go out of the ID.7 you’ll have to upgrade to the 335 hp (340 PS) bi-motor GTX that gets you to 62 mph in 5.5 seconds.

How’s the interior?

VW took some heat for the original ID.3’s cheap-feeling interior. Was this really the same company that gave us the game-changing MKIV Golf with its damped grab handles? But there are no quality disappointments with the materials in the ID.7’s cabin. Or comfort complaints. The front seats aren’t much to look at but they feel great and that’s before you’ve switched on the standard massage function.

You also get a much better touchscreen than was fitted to earlier ID cars. At 15 inches its bigger so is easier to see and use, and the heater sliders are now illuminated, but we’d prefer if both they and the volume control were old-fashioned rotary dials. Even the direction of the airflow has to be controlled electronically. The ID.7 is also stuck with nasty capacitive steering wheel buttons, whereas the Mk8.5 Golf (but not the R, strangely) have reverted to traditional buttons.

Photos Chris Chilton/Carscoops

What about space?

We’ve already mentioned the ID.7’s unusually long wheelbase, so it won’t come as much of a surprise to learn that this VW feels enormous inside with ample space for four adults. Sure, an SUV will provide more headroom, but the ID.7 never feels lacking in that respect and it has the kind of rear legroom that only an NBA star could find fault with.

And that rear legroom doesn’t come at the expense of cargo space. The ID.7 sedan offers 532 liters (18.8 cu-ft) of space that’s accessible via a sloping hatchback tail and is more than you get in rivals like the Tesla Model 3 (a true sedan). The Tourer’s wagon body boosts that to 605 liters (21.4 cu-ft), or a gigantic 1,948 liters (68.8 cu-ft) when the non-sliding rear seats are folded down.

That compares favorably with the 543-1,575 liters (19-56 cu-ft) offered by VW’s own ID.4 SUV and the 570-1,700 (20-60) void in the back of BMW’s pricier i5 Touring. See what we mean? The ID.7 Tourer really is road-trip-ready. The only negative is that there’s no frunk for storing charging cables – even on this model, which has no electric motor up front.

Verdict

The ID.7 isn’t knockout exciting to look at or to drive. But it is a great EV, and driving it six months after getting behind the wheel of the sedan makes me think the ID.7 deserves a bit more attention than it’s been getting. It’s comfortable, refined, roomy, and in Tourer guise has a spacious cargo area. If you’re not bothered about record-breaking 0-60 times and hot hatch-style handling, and can live with the still slightly annoying touchscreen interface, the ID.7 has a ton going for it.

We happen to think the Tourer wagon looks better than the sedan, too. So it’s a shame that if the ID.7 does finally make it to the US it’ll probably only be in fastback guise. But if you’re in the UK or Europe, do yourself a favor and take a look at what the ID.7 had to offer before you spend £15k more on a BMW i5 Touring.

Nissan launched the Ariya in 2022 and has since discontinued production of the Leaf, its long-standing EV pioneer. That shift elevates the Ariya from being just another SUV in Nissan’s lineup to a cornerstone of its electrification strategy. As a direct competitor to crossovers like the Tesla Model Y, Hyundai Ioniq 5, and Ford Mustang Mach-E, the Ariya has a critical role to play in maintaining Nissan’s relevance in the EV market.

Review: New VW ID. Buzz Is The Coolest Minivan On The Block, But There’s A Big Caveat

Yet, despite its importance, all those rivals managed to outsell the Ariya by a notable margin in 2023. This might come as a surprise to those who recall Nissan halting orders early on due to overwhelming demand at launch. The big question remains: what exactly is holding the Ariya back from claiming a larger slice of the EV market?

That’s a good question and beyond production factors, we set out to find an answer from the car itself. To that end, we tested it in Little Rock, Arkansas for a full week. It hauled bikes, people, and other cargo all over, went through a full battery worth of miles, and more. It turns out that Nissan has a few significant opportunities to improve this EV but that doesn’t mean that its rivals can’t learn something from the Ariya.

QUICK FACTS

Average range, not so fast charging

Nissan offers the Ariya with two battery options, but only the base trim comes with a 63 kWh pack. It delivers just 216 miles (348 km) of range with front-wheel drive, and even fewer—205 miles (330 km)—with all-wheel drive. That said, our test vehicle is the Empower+ trim, which comes with an 87 kWh battery, front-wheel drive, and 289 miles (465 km) of range. It makes 238 horsepower (117 kW)—not too shabby, but nothing to write home about either.

Read: Sure, You Can Lease The Ariya For $99 A Month, If You’re Cool With Actually Paying $238

Notably, the Ariya tops out at a maximum charging rate of 130 kW, which is significantly slower than what other manufacturers offer, where charging speeds can reach up to 350 kW. Even brands that don’t come anywhere near that figure, like Ford, are still capable of DC fast charging at 150 kW. Faster charging, of course, means less time spent plugged in, allowing for quicker turnarounds during long trips or when time is limited.

Around town over the course of a week, that wasn’t much of an issue, despite my inability to charge at home. Simply driving the car to a nearby coffee shop and plugging it into a public charger across the street worked without any issues. A few hours later, it was fully charged, and I was ready to continue on my way. The best part? The charger was a free public one, so I didn’t have to pay a single cent to juice up and add more miles to my drive.

After the week of driving, I averaged 2.6 miles per kWh. That results in around 226 miles (364 km) of real-world range in a mix of conditions. For the average driver that will be more than enough. If that same person can charge at home, it’ll be even less of a concern. Only those who regularly travel distances exceeding 200 miles (322 km) in a single day will need to be more mindful of the vehicle’s range.

A spacious and comfortable cabin

Photos Stephen Rivers/Carscoops

The Ariya is slightly smaller than cars like the Hyundai Ioniq 5 and the Ford Mustang Mach-E but one wouldn’t know that from slipping into the cabin. In fact, it has more headroom in both rows than the Ford and barely lags behind the Hyundai in that category. In addition, the open layout of the front seats makes the cabin feel more spacious. 

Nissan offers a really interesting solution for those who actually prefer a more segregated front seat space. The center console slides forward and back with an electric motor. In addition, a slide-out drawer in the center of the dash also moves with an electric motor and the two can nearly meet to provide a very different center console layout. 

About those touch-based controls

It’s not the only party trick in the Ariya, either. The dashboard is almost completely devoid of physical switchgear. All that’s left are the power button and the media on/off switch with an integrated volume knob. Next to that knob are two hidden switches for the hazard lights and track skipping. Beyond that, every single climate control function is seamlessly embedded into the dashboard itself.

I expected to hate this solution and it’s far from perfect, but I think it’s a step in the right direction if real switchgear isn’t on the menu. The issue of having to look down to confirm one’s touch is still there but the buttons do provide haptic feedback when pressed. In addition, while the surface does pick up fingerprints, it doesn’t show them off the way piano black trim does. I’m counting those as wins on top of the fact that people seeing it for the first time will probably like it. 

The infotainment system is pleasant to use and logically laid out. I really like the integrated navigation that includes a real-time map of how far the car can go given its state of charge.

Where the Ariya shines brightest though isn’t with its fancy electronics though. It’s the level of comfort it brings to the everyday drive. The seats are well cushioned but supportive too. Nissan leverages its Zero Gravity “fatigue-free” seats in the front of the Ariya and they’re great. Modeled to emulate the feeling one would get in zero-g conditions, they provide excellent support from the pelvis through the chest of occupants. 

The rear seats aren’t as advanced, but still accommodate two passengers comfortably and three in a pinch. Nissan incorporates a cross-hatch Kumiko-inspired design throughout the Ariya and in several places, ambient lighting shines through that pattern. It’s a high-end look that elevates the cabin. Think of space as similar to the minimalist style found in a Tesla but with more comfort and common sense controls. 

Behind the second row, one will find 22.8 cubic feet of storage which is more than enough for most long weekend trips. Should one need to transport something larger, like a bicycle, the rear seats fold down to reveal 59.7 cubic feet. That space made moving things around very easy in the Ariya. 

A (mostly) comfortable ride and decent handling

The Ariya is an interesting crossover to drive. Remember that the big promise here is comfort and it largely delivers on it. The accelerator pedal provides the ability to give it very subtle inputs and receive appropriately subtle feedback. The suspension soaks up most imperfections in the road but we’d love to see even more refinement here. Some cracks or potholes made a larger impact on the cabin than expected. 

More: 5 Big Updates For The 2025 Nissan Murano That Matter Most

The brakes feel good underfoot, but using regeneration to brake (Nissan’s E-Step mode) is an odd experience. At first, the car slows rapidly, but since there is no true one-pedal drive mode in the Ariya, you still need to engage the brakes to bring the car to a complete stop.

Then, they’ll find that the pedal actually moved away during the regen-braking phase, so it’s not exactly where their foot remembers it. We’d love to see a true one-pedal driving mode here. For those EV drivers who don’t leverage one-pedal driving, the brakes in the Ariya are just fine. 

Handling is another area where the Ariya doesn’t really shine or shudder. It’s easy to direct but perhaps not as sharp as some rival offerings. We expect the Ariya NISMO that’s coming soon to remedy that concern and provide a more engaging driving experience.

Really though, the way this car drives is likely to appeal to many buyers looking for a vehicle in this segment. It feels better to drive than anything else in Nissan’s catalog save for the Z and GT-R, but at the same time, isn’t overly harsh. In a world of cars that push toward one end of the spectrum or the other, the Ariya nestles into a comfortable middle ground. 

Verdict

Nissan isn’t leading the EV charge anymore and the Ariya isn’t a class leader either. At the same time, it might be very attractive to buyers who prefer a Japanese-built EV. Toyota, Subaru, Honda, and Mazda are still trying to find their way in the same space. In that group, the Ariya is as good, if not the best, of the bunch. 

At the same time, Nissan will do well to update this EV with faster charging ability, sharper stock driving dynamics, and more range. Until then, electric crossovers like the Tesla Model Y, the Ford Mustang Mach-E, and the Hyundai Ioniq 5 will likely continue to dominate in terms of overall market share.

This crossover effectively blends what Nissan buyers are used to, such as the Murano and Rogue, with the benefits of driving an EV. Approaching this car with the mindset that it’s a love letter to Nissan owners helps explain many of its design decisions.

Those in the market for an EV should to at least check out the Ariya. It excels for those who prioritize comfort and relaxation above all else. No, it won’t charge as fast as some competitors and it won’t necessarily go as far between stops, but it’s a serene premium space to spend time and sometimes, that’s the most important factor. 

Photos Stephen Rivers/Carscoops

It’s finally here. After more than two decades of teasers, Volkswagen is about to begin shipping production versions of the ID. Buzz to customers in America. In fact, we just returned from a trip to California to drive it. Before we did, we asked what you wanted to know about it. Today, we’re going to give you the answers.

This is a hugely important model for Volkswagen. It’s a flagship in more ways than one. Not only is it the most expensive vehicle it sells, but it’s the largest, most retro-styled, and newest. Volkswagen needs it to be a hit. Clearly, a lot of people are interested in it so without further ado, let’s get to the questions.

Is it truly on sale yet?

Yes and no. Technically, those who put in orders are already receiving updates. Some customers say that their cars are already built and now they’re just awaiting delivery. On the other hand, it’s not like you can rock up to your local VW dealer and get one today. Each VW dealer is only going to get one or two on average so have fun trying to find one.

Review: The VW ID.Buzz Is The Coolest Minivan On The Block, But There’s A Catch

How is the software?

It’s improved! In fact, it’s about as snappy and easy on the eyes as any modern-day smartphone. That’s a huge upgrade over the previous infotainment system, however there are some odd choices here. For example, VW doesn’t seem to offer any way for drivers to actually see what their tire pressure is. In addition, the automaker seems determined to ignore customers and critics who point out how bad the haptic sliders are for climate control and volume.

What is the real-world range?

I’m happy to report that, during our testing, the ID. Buzz actually indicated that it would meet or beat VW’s range estimates. That means one can expect to at least match VW’s claim of 230 or 234 miles of range depending on trim and motor layout.

What are the fast-charging times per trim?

All VW ID. Buzz trims can charge at up to 200 kWh. That’s enough to allow the van to go from 10 percent to 80 percent in 26 minutes.

Can both rear rows of seats be removed easily?

No. The third row does pop out quite quickly. Sadly, the second row is bolted down and so owners will need to break out some tools to remove it should they basically want to convert their ID. Buzz to a cargo van.

How is it from a noise, harshness, and vibration standpoint?

Honestly, quite good. This vehicle is well-built and doesn’t feel cheaply put together. It does seem to be a little more jarring in the cabin than expected but it also doesn’t feel like it’s going to fall apart anytime soon. The suspension is simply firmer than in most minivans.

Does the ID. Buzz deliver on its price tag?

If you’re someone with a bunch of free cash laying around who wants to relive the good old days, then absolutely. If you’re anyone else, probably not. Look, as I said in the full review, it’s absolutely the best vehicle on the market in terms of packaging. I hope other automakers recognize that and mimic it.

More: VW Dealers Will Only Get 1 Or 2 ID. Buzz Vans Each At Launch

That packaging though doesn’t make it worth this much cash. In fact, making it such a hardcore retro play is perhaps the biggest reason it doesn’t deliver. The original Type II bus would cost around $25,000 adjusted for inflation. This vehicle costs three times that and doesn’t come close to offering three times the value that the original did. Sure, being a much more modern vehicle, and an electric one at that, drives up costs, but if VW had managed to offer a more affordable version, it would certainly draw in a much wider audience.