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

Finally we can stop talking about Jaguar’s new logos and get back to talking about its new cars. And there’s plenty to talk about because the automaker today revealed the Type 00 concept and it’s as polarizing as the new brand marks and fashion-show Instagram ads.

Previously referred to as the Design Vision concept, the Type 00 (say ‘zero zero’) is a confidently modern two-door coupe that previews a four-door production GT set to debut in late 2025. ‘Type’ is a reference to Jag’s iconic E-Type and the recently axed F-Type, and the two zeroes refer to the EV’s lack of tailpipe emissions and its status as car zero in the reinvented automaker’s lineup.

Related: In Wake Of Controversial Campaign, Jaguar Boss Said It Had To Shake Things Up

Available technical details are few, but Jag does confirm that the car rides on its new JEA electric platform and that it’s targeting 478 miles (770km) WLTP and 430 miles (692 km) of EPA range. And if that’s not enough to complete your journey, you can add 200 miles (321 km) of range in 15 minutes.

For info about charging speeds, motor specs and battery sizes we’ll have to wait. This month’s concept unveil at Miami Art Week was all about establishing the very different look of the next generation of Jaguars, and getting us comfortable with the idea of Jaguar as a true luxury brand, rather than a premium one.

Gone is the mesh-filled, squircle-shaped radiator grille, something even the i-Pace EV featured, and in its place comes a starkly modern face with a slatted rectangle containing the controversial jaGuar lettering and flanked by two ultra-slim LED lights.

The back end is equally industrial looking, the fat rear fenders separated by another rectangle filled with horizontal slats. This time the slats are slimmer and there are more of them, plus horizontal light bars top and bottom. And as predicted, the Type 00 has no rear window – the liftback hatch panel is the same Miami Pink color as the rest of the bodywork.

Jaguar also showed a second car painted in London Blue, a reference to the brand’s British roots and its 1960s heyday, and also a nod to the pair of E-types that appeared at the sports car’s 1961 launch. Jag’s purposely limits specific mention of its most famous car to that reference, but the Type 00’s proportions, particularly evident in the cab-backwards profile and rear three-quarter views are clearly intended to remind us of the iconic E-type coupe, without falling into a retro rabbit hole.

More: Jaguar EV Concept Says Bye-Bye Rear Window, Hello Air-Con Vents

But there are also obvious hints of Range Rover in the design and it’s easy to see why JLR creative boss Gerry McGovern and his team would want to do that. Jaguar is part of JLR and has struggled to find sales and its own identity, two things Land Rover has had no trouble achieving. The Type 00 feels like the Range Rover coupe that Land Rover could never build using that branding.

The brown-colored piece of trim ahead of the door contains pop-out cameras to help when parking, and is fashioned out of brass, a material that’s repeated on the interior on the steering wheel’s bottom spoke and a 3.2-meter (126 inches) spine running the length of the cabin. Other key materials are stone and textiles. Wood and leather? Sorry, that was old Jag.

Notably missing from the interior images despite being a mainstay of every new car is any kind of digital screen. Jag says they’re hidden them in the dashboard and, like the stowage areas, glide out on electric power when needed. Drivers can also change the cabin lighting and look of the digital displays by retrieving one of three totems hidden behind a door on the front fender (the Range Rover-esque filler panel located just behind the 23-inch front wheel) and placing them inside the center console.

That last bit is concept car nonsense, but much of what we can see on the Type 00 will transfer to the production sedan scheduled for reveal this time next year and on sale in the first half of 2026. And the same ideas and design language will show up on two more vehicles Jag will introduce before the end of the decade, at least one of which will be an SUV/crossover.

What do you think of the Type 00? Is Jaguar heading in the right direction? Was it right to be so radical? Or has it signed its own death warrant? We want to hear your thoughts so drop a comment below.

Hyundai’s long-awaited three-row electric SUV has finally arrived in the form of the Ioniq 9. It serves as the brand’s equivalent to the Kia EV9 and is underpinned by the familiar E-GMP architecture beneath the skin of several Hyundai, Kia, and Genesis models.

Powertrain Options and Performance

All versions of the Ioniq 9 come equipped with a massive 110.3 kWh battery and it will be sold in three different configurations. Entry-level Long Range models are equipped with a single electric motor at the rear, producing 214 hp (160 kW) and 258 lb-ft (350 Nm) of torque. Hyundai says this model can travel up to 385 miles (620 km) on the WLTP testing cycle when equipped with 19-inch wheels.

Read: New Hyundai EV Pickups May Be Named Ioniq T10 And Ioniq T7

Those seeking some additional performance can opt for the Long Range AWD. It adds a 94 hp (70 kW) motor to the front axle, with an extra 188 lb-ft (255 Nm) of torque. Sitting at the top of the range is the Ioniq 9 Performance, rocking a pair of 214 hp (160 kW) motors at the front and rear. This model can hit 62 mph (100 km/h) in 5.2 seconds, whereas the Long Range AWD needs 6.7 seconds to hit the same mark, and the Long Range RWD takes 9.4 seconds. All models top out at 124 mph (200 km/h).

Regardless of what variant customers choose, all Ioniq 9’s support can be charged from 10-80% in just 24 minutes through a 350 kW charger. It also features a vehicle-to-load charging function.

Exterior Design and Aerodynamics

Visually, the Hyundai Ioniq 9 shares a lot in common with the SEVEN Concept from a couple of years ago. It sports the same Parametric Pixel lights as other Ioniq models and, despite its size, has a drag coefficient of just 0.259 Cd with the optional digital wing mirrors.

It’s also the first Hyundai to ditch a roof antenna and instead uses the windshield for GPS and satellite radio, the instrument panel for connected car services, and the tailgate glass for FM/AM radio. Buyers will be offered 19-, 20-, and 21-inch wheels, including a set of flagship 21-inch ‘Calligraphy’ shoes. No less than 16 exterior colors are available.

Interior and Tech Features

The Ioniq 9’s huge 123.2-inch (3,130 mm) wheelbase results in an expansive cabin clad in plush materials that looks like a great place for long road trips. A steering wheel similar to the one of the latest-generation Santa Fe comes standard and includes small green LEDs to allow drivers to keep track of remaining battery charge.

A single curved screen houses a 12-inch digital instrument cluster and a 12-inch infotainment display. As standard, the Ioniq 9 is equipped with eight speakers, although an optional 14-speaker array from Bose is optional. Other key features include several 100-watt high-output USB-C ports that receive power directly from the 110.3 kWh pack rather than the 12-volt battery.

Plenty of the interior surfaces are clad in eco-friendly materials, including recycled PET fabric, wool fabric, and eco-process leather, underlining the car’s environmental credentials. The Ioniq 9 will be sold in six- and seven-seat configurations and the second-row seats include a swiveling function, like the EV9.

Hyundai’s latest suite of safety features is standard. This includes Forward Collision-Avoidance Assist 2, Lane Keeping Assist, Blind-Spot Collision-Avoidance Assist, Safe Exit Warning, Rear Cross-Traffic Collision-Avoidance Assist, and High Beam Assist. It’s also fitted with 10 airbags.

Availability

The Hyundai Ioniq 9 will first launch in Korea and the United States in the first half of 2025 before expanding to Europe and other markets later in the year. Market-specific specifications and pricing will be announced at a later date.

Explore the highlights of the 2024 Biofuels Summit in Washington, D.C. by browsing our exclusive photo gallery, capturing key moments and insights from this year’s event.

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