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.

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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

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We’re constantly hearing about an EV downturn and how automakers are changing their electrification strategies because consumers aren’t consuming. And sure, sales of electric cars are down in countries like Germany, but in the US people are still buying EVs, and they’re buying more of them than they did 12 months ago.

EV registrations climbed 5 percent in October versus the same month in 2023, topping out at 101,403, according to data from S&P Global Mobility. And it wasn’t Tesla driving that growth, but legacy automakers.

Related: Global EV Sales Shatter Records In November Thanks To China’s Unstoppable Growth

Chevrolet’s EV sales jumped 38 percent to 6,741 helped by demand for the Blazer and Equinox, while Cadillac Lyriq registrations grew threefold to 2,489 and the Hummer shifted 1,015 electric trucks, four times as many as it did last October. 

Like the Equinox, Honda’s Prologue, which is built on the same GM platform and in the same Mexican GM plant, wasn’t available in 2023, but made its presence felt this year. It found 4,168 homes, only 12 fewer than Chevy did of its version. Hyundai’s Ioniq 5 facelift also gave its sales numbers the desired nip and tuck, boosting registrations from 3,555 to 4,485.

Although the overall number of EV sales is up, the rate of growth has slowed and some models registered fewer deliveries than previously. The Ford Mustang Mach-E, for instance, was down from 3,949 to 3,479 according to S&P Global Mobility’s spreadsheet and Rivian R1S sales dropped by more than 500 to 2,456. There are also fears that the EV segment relies heavily on tax credit availability to boost demand, and public interest could wane if Trump pulls the plug on the incentives when he takes office.

BEST SELLING EVs USA

Tesla’s registration numbers actually fell by 1.8 percent, and if you remove Tesla from the equation, EV sales increased not by 5 percent, but by 11 percent. And this isn’t a blip for Tesla: the automaker’s numbers have fallen in seven of the first 10 months of 2024, Auto News reports, and that’s despite the facelifted Model 3 and Cybertruck being new for this year. While the Model 3 gained ground, the Model Y fell back, sales tumbling from more than 25,000 to under 22,000.

But before anyone gets the idea that Tesla is falling behind in the EV race, we should make clear that it still outperformed the second best-selling brand’s EV models six times over. Or every single brand in the 2nd to 12th spots combined.

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Committee co-chair Sen. Julian Bradley noted that many of the issues discussed will need continued discussion from lawmakers and members of the public in the future as AI continues to develop and become a bigger part of Wisconsinites’ lives. (Screenshot via WisEye)

A Wisconsin study committee met Thursday to discuss regulation of artificial intelligence as well as investments in AI that it will recommend to the state Legislature. 

The committee includes four lawmakers — Sen. Julian Bradley (R-New Berlin), Rep. David Armstrong (R-Rice Lake), Sen. Tim Carpenter (D-Milwaukee) and Rep. Clinton Anderson (D-Beloit) — as well as eight members of the public. Members have been meeting monthly since July to hear from an array of stakeholders about the ways that AI is currently being used in the state, issues that have or could arise from the technology and ways to address those and how the state could capitalize on potential benefits.

The study committee is the latest effort as Wisconsin government and business leaders attempt to confront increased use of and ongoing advancements of AI technology. Gov. Tony Evers and Assembly Speaker Robin Vos both organized task forces in the last year to address the issue.

Bradley, the committee’s co-chair, noted at the end of the meeting that many of the issues will need continued discussion from lawmakers and members of the public as AI develops and becomes a bigger part of Wisconsinites’ lives. The committee is considering recommending an ongoing and more permanent body that will continue looking into AI after members end their work this year.

“I believe that a lot of these start with an ongoing committee. There’s a lot of things that say we need to continue to explore … because the technology is changing,” Bradley said. “Things are changing constantly, so we want to be able to have public members with the Legislature come together and say, ‘Hey, maybe not yet,’ or ‘OK, it’s time now.’ ” 

A final report with recommendations for lawmakers will be put together in coming weeks. 

Potential regulations and state uses 

The committee considered a number of proposals during the meeting for regulating the use of artificial intelligence, protecting consumers and exploring how state government will interact with the existence of AI. 

One of the first proposed concepts was to apply existing state laws to AI models in the same way the laws apply to humans, including when it comes to disinformation, impersonation and creating and distributing fake imagery.

“Anything that’s illegal for a human, should be illegal for AI — as a general principle,” CEO of the MKE Tech Hub Coalition Kathy Henrich said during the meeting. 

Wisconsin has already enacted two laws that regulate the use the AI: 2023 Wisconsin Act 123, which requires disclosure of the use of generative AI in political ads, and 2023 Wisconsin Act 224, which made it a crime to possess virtual child pornography and obscene material, including that created with generative AI.

Henrich acknowledged that this could be a complicated issue because any law would need to be able to determine a liable party. 

“Is it the developer? The deployer? The consumer?” Henrich said. “The devil will be in the details of making sure we’ve really thought through how you hold people accountable and where that accountability lies.” 

Sarah Alt, the chief process and AI officer for Michael Best, said the question of accountability for new technology is not a new dilemma, but it is complex because of how quickly AI has developed. 

Aly also proposed that the Legislature enact a couple of laws related to data privacy. 

Wisconsin considered a bill, 2023 Assembly Bill 466, that would have established certain requirements for “controllers and processors” of consumers’ personal data, including confirming what information they have, obtaining that data and requesting the deletion of data. It also included financial penalties of a forfeiture of up to $7,500 per violation. Three states, including Colorado, Connecticut and Utah, enacted similar data privacy laws in 2023.

Alt said that data is a “crucial raw material for artificial intelligence.” 

“If we’re not going to be able to legislate every possible use case … I do believe data is certainly one of the places where we would declare that to be no different than other raw materials that are regulated,” Alt said. She compared data to asbestos, saying, “there are safe ways that you can use asbestos and there are also very harmful ways that you can use asbestos.”

Jay Hill, Vice President of Advanced Technology for GE Healthcare, agreed that this type of regulation could help keep people accountable for how data is used.

“If it’s free, then people could do all sorts of crazy and exploitative things, but if there’s some cost to it, I think it elevates the level of responsibility for people who will use those data,” Hill said. 

Alt also said that lawmakers should look at resurrecting a bill similar to 2023 Wisconsin AB 824, which would have defined various roles and laid out a set of responsibilities for people or groups that own, control and share personal data. 

Members also discussed three other issues that lawmakers could explore including requiring the labeling of communications that use AI, possible bias embedded in the algorithms of large language models and requiring companies to publish clear AI guidelines and principles.

Anderson said that he thought that requiring disclaimers of AI when communicating with the public would be best practice. 

“I think I’m pretty good at discerning when AI is being used or not, but I think of my dad, who’s definitely not capable of determining what’s AI and what’s not. … So, just making sure we’re protecting the public, so they’re aware,” Anderson said. 

Henrich cautioned that legislation such as that could potentially set a bad precedent by discouraging people from using their own discernment skills to determine whether AI was used. 

“If you legislate that you mark things as AI, people will get trained to believe that anything that’s marked as AI is AI, and anything that isn’t is human,” Henrich said. “If I’m a bad actor, I’m more likely to not mark it and therefore I’m more likely to fall for bad actors who may be using AI in the wrong ways.” 

Henrich said that lawmakers would also need to think about how that kind of legislation would be enforced.

Potential Investments in AI

The committee also considered potential areas where the state could invest to help support universities, technical colleges, businesses and other stakeholders in the ongoing education, innovation and integration related to AI.

One suggestion the committee could make is to expand Fast Forward, a program administered by the Wisconsin Department of Workforce Development that provides grants to employers to provide training to workers, and specifically dedicating funding to learning how to work with AI and requiring courses on computer science and statistics for students. 

Henrich said an investment in teaching people skills related to AI could be essential as the technology may affect the job market and could come through the Fast Forward program and through technical colleges and universities. 

“I’ve seen market dynamics in play, and as much as people want to say everyone will be employable long-term with AI, I am a firm believer that there’s disruption in the middle, that as AI is implemented normal market dynamics will go to saving costs and may result in people losing roles as a result of that,” Henrich said. “Investing up front and people understanding AI so that they maintain employable skill is going to be very critical.”

Henrich noted that there might need to be changes to the Fast Forward legislation to make it applicable to AI. 

Two potential suggestions the committee discussed involve incentives for businesses, including tax breaks and a grant or revolving loan program. 

Armstrong suggested that lawmakers could explore creating a program that would give small manufacturers an incentive to adopt automation and AI through a revolving loan fund or a small grant. He said he did a survey of small manufacturers in his part of the state and found that many aren’t really exploring the use of AI currently. 

“Only 4% of them were even looking at AI right now,” Armstrong said. “A lot of them, when I started talking to them [said] we don’t even know where to start at this point. … They’re looking for somebody within a company to develop a curiosity about, what could AI do for us, and then I think you’d probably have a champion within that company that can run with it. This is more of a way to maybe jump-start that.”

Alt said she liked the concept of a revolving loan because of how quickly technology moves and the fact that a company would have to keep working on improvements. 

“If your grant is one and done, then even if you do get what you needed that first time that you implemented it, there is still the constant tuning and the constant investing and the constant improving, and because the technology moves so quickly your idea is already old within months, if not a couple of years,” Alt said. 

The full list of potential recommendations to lawmakers can be found here. 

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Zonar Systems has merged with GPS Trackit, an award-winning provider of IoT and GPS fleet tracking technology. Together, the two companies aim to form a comprehensive platform to serve fleets of all sizes, including commercial, field services, and passenger transportation industries.

Zonar will operate as part of the GPS Trackit portfolio “while maintaining its commitment to providing industry-leading fleet health and safety solutions, particularly in the government and education sectors,” the companies said in a statement on Tuesday. “Together, the two companies will form a comprehensive platform that serves fleets of all sizes, delivering best-in-class telematics and cloud-based solutions for commercial fleet, field services, and passenger industries.”

The move announced on Tuesday is also part of a broader strategic realignment by Continental, which held a majority share in Zonar since October 2016, to streamline operations and focus on core automotive competencies. Philipp von Hirschheydt, Continental executive board member and head of automotive, described the sale as essential for sharpening the company’s focus and enhancing long-term value.

Zonar, founded in 2001 and headquartered in Seattle, Washington, has built its reputation on advancing fleet safety and efficiency through smart mobility solutions. The company pioneered technologies such as electronically verified pre-trip and post-trip inspections, reducing the risk of on-the-road breakdowns and enhancing operational performance. Its solutions serve the vocational, public, and commercial trucking industries.

GPS Trackit, established in 2002, has become a leading provider of cloud-based fleet management tools. Headquartered in Lakeland, Florida, it supports over 12,000 fleets globally, offering real-time tracking, telematics and video solutions. With a customer-first approach, the company is known for its personalized service and strong customer retention rates.

The merger brings together two industry leaders with complementary strengths. The company’s said in joint statement that Zonar’s expertise in advanced mobility technology aligns with GPS Trackit’s focus on telematics and IoT-driven fleet management. IoT, or the Internet of Things, refers to a network of physical devices — vehicles, sensors, and equipment — that are connected to the internet to collect and exchange data. In fleet management, IoT facilitates real-time tracking, predictive maintenance, and comprehensive data analysis, enabling businesses to enhance operational efficiency, improve safety, and reduce costs.

This merger also positions the companies to address emerging trends in fleet management, such as the integration of electric vehicles (EVs), sustainability initiatives, and data-driven decision-making. By uniting their resources and expertise, Zonar and GPS Trackit said they aim to remain at the forefront of innovation in a rapidly evolving industry.

Both Zonar and GPS Trackit also emphasized their commitment to delivering customer-focused solutions. Zonar’s U.S.-based customer success team is known for exceeding expectations, while GPS Trackit offers live, bilingual support and flexible, scalable solutions tailored to individual fleet needs. By leveraging IoT and telematics technologies, fleet managers can access real-time insights into vehicle performance, optimize routes, and predict maintenance needs before costly breakdowns occur.

The combination of these capabilities, the companies said, ensures that fleet operators will benefit from seamless integration of tools and personalized support, reinforcing both companies’ reputations as customer-centric leaders in the industry.

“This alignment represents a significant step forward in our shared mission to deliver innovative, customer-focused fleet management solutions. By combining our strengths, such as our best-in-class video platform, with Zonar’s advanced technologies and industry expertise, we are poised to create unparalleled value for our customers and further disrupt the market as two industry leaders in overall customer satisfaction,” said GPS Trackit CEO Charles Kriete.

Meanwhile, the companies noted that the fleet management industry is undergoing a significant transformation driven by advancements in technology and increasing regulatory demands. Predictive maintenance, AI-powered analytics, and IoT-enabled telematics are becoming essential tools for fleet operators looking to improve efficiency and sustainability. These technologies also play a critical role in adapting to the growing adoption of EVs and meeting environmental regulations.

With the merger, Zonar and GPS Trackit said they are well-positioned to address these industry shifts. Their combined platform will provide comprehensive solutions that cater to the diverse needs of modern fleets, from small businesses to large enterprises.

By integrating their capabilities, Zonar and GPS Trackit said they look to redefine industry standards for fleet management.

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November is crunch time for automakers, with year-end targets looming and holiday deals in full swing. For Hyundai, it was a strong finish as the Korean carmaker posted its best-ever November sales performance in the U.S. with a total of 76,008 vehicles delivered. That marks an 8% increase compared to the same month last year, fueled in part by the rising popularity of its electrified models.

Among the standout performers is the Ioniq 5, which racked up 4,989 sales in November—more than double its numbers from the same time last year. This marks the EV’s best month in the U.S. since its launch, even with the recent announcement of the updated 2025MY landing in dealerships soon. Strong incentives, including attractive lease offers, undoubtedly played a key role in its success.

More: New Hyundai Ioniq 9 Lands With Three-Rows And Massive 110.3 kWh Battery

By comparison, the Ioniq 6 sedan delivered just 1,121 units. While that’s a far cry from the Ioniq 5’s numbers, it’s still a significant improvement over September’s 599 units. Clearly, Hyundai’s electric sedans still have some catching up to do, but the growing consumer appetite for its SUVs is hard to ignore.

Other hybrid and plug-in hybrid models also had strong performances, including the Santa Fe HEV, Tucson HEV, and Tucson PHEV, which all posted their best-ever November sales. Hyundai’s strategy to offer electrified options across its most popular models is paying off.

A Sonata Surprise

Not all the buzz is reserved for the EVs. The biggest surprise came from an unlikely source: the Hyundai Sonata. Long considered a shrinking segment, sedans don’t typically deliver massive sales gains, but the Sonata bucked that trend with a 200% increase year-over-year. A total of 6,971 units sold last month contributed to a 46% boost in year-to-date sales.

Meanwhile, the Palisade maintained its momentum, recording a solid 33% year-to-date sales increase compared to 2023. In contrast, the Santa Fe SUV and Santa Cruz pickup truck struggled to keep pace, with year-to-date sales down by 12% and 11%, respectively.

Looking at the bigger picture, Hyundai’s top three best-sellers in the U.S. market for 2024 remain the Tucson (185,954 units), Elantra (125,113 units), and Santa Fe (105,701 units).

More: New EV Sales Up 7%, Used EVs 64% Up Over Last Year

Hyundai Motor America CEO Randy Parker credits this record-breaking November to the growing success of its electrified models, which have seen a 77% increase in EV sales year-to-date and 104% jump in hybrid sales. Parker’s optimism extends into 2025, as he highlighted the debut of the U.S.-built Ioniq 9, a three-row EV SUV with a massive 110.3-kWh battery that’s scheduled to hit the market next year. “We can’t wait to bring it to market,” Parker noted.

Below is a detailed breakdown of Hyundai’s U.S. sales for November 2024 compared to the same period last year.

HYUNDAI US SALES

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BYD makes more EVs than anyone, and it makes them for less money than most Western automakers can comprehend. But there is a cost, and it’s being paid by the workers in its supply chains, according to a new report investigating human rights risks in the EV industry.

Amnesty International’s Recharge for Rights study ranked 13 automakers according to how they address human rights risks in their mineral supply chains. BYD came bottom with a score of just 11 out of a potential 90 points, with Mitsubishi not far behind on 13 points.

Related: Microsoft’s AI Helps Find Promising New Battery Material With 70% Less Lithium

Hyundai (21), Geely and Nissan (22 apiece) came out looking like bad guys but Tesla (49) and top-rated Mercedes (51) performed far better. Not that even Benz’s score was enough to please the Amnesty investigators, who suggest that only a total of 68 points or more shows an adequate commitment to human rights issues.

Although EVs don’t produce tailpipe emissions, their batteries need huge quantities of minerals like lithium, nickel, and cobalt. And while many of us are aware of the environmental damage caused by mining lithium, Amnesty International says the cobalt mining industry is ripe for the abuse of workers, some of whom in countries like the Democratic Republic of Congo, which generates 25 percent of the world’s supply, are children.

BYD was marked down for refusing to reveal the name of the smelter, refiner, and mine that supply its minerals, but Geely, Hyundai, Mitsubishi, and GM were all guilty of a lack of transparency. In contrast, the best-rated brands were able to provide supply-chain mapping.

Human rights score

“As the global transition to electric vehicles gains momentum, drives global competition and allows for huge profit, Amnesty International is calling on all car makers to improve their human rights due diligence efforts and bring them in line with international human rights standards,” said the organization’s Agnès Callamard.

The need for automakers to prove the origins of their batteries’ minerals to be eligible for EV credits has improved transparency, Wired notes. And there are steep fines (and market access restrictions) awaiting companies who flout rules governing supply chain welfare contained in the Corporate Sustainability Due Diligence Directive that came into force in Europe this summer.

But Callamard believes there’s more to be done.

“Those lagging behind need to work harder and faster to show that human rights isn’t just a fluff phrase, but an issue they take seriously,” she says. “It’s time to shift gears and ensure electric vehicles don’t leave behind a legacy of human rights abuses – instead, the industry must drive a just energy future that leaves no one behind.”

The Hyundai Motor Group is recalling 208,107 electric vehicles in the United States as they can suffer a loss of drive power. The problem centers on the integrated charging control unit, which can be damaged and prevent the 12-volt battery from charging.

The recall is broken up into two parts and one includes 62,872 Kia EV6s from the 2022-2024 model years. The second part is larger as it involves 145,235 vehicles including the 2022-2024 Hyundai Ioniq 5, 2023-2025 Hyundai Ioniq 6, 2023-2024 Genesis G80 Electrified, 2023-2025 Genesis GV70 Electrified, and 2023-2025 Genesis GV60.

More: Hyundai, Kia, Genesis Recall Nearly Every Single e-GMP EV In America

According to the government, the integrated charging control unit may be damaged from transient high voltage and thermal cycling over time. This can eventually prevent the 12-volt battery from charging, leading it to gradually drain. If this occurs, drivers will be warned something is amiss and may experience “progressive reductions of motive power.” If they continue, the vehicle may eventually lose all drive power.

The EV6s were involved in a recall earlier this year, but a supposedly ‘fixed’ vehicle experienced a loss of drive power in May. This sparked an investigation and Kia eventually found “88 unique cases that allege loss of motive power” following the initial recall. Thankfully, no crashes, injuries, fatalities or fires were reported.

On the Hyundai and Genesis side, there were 57 reports between March 25 and November 5 of this year. None resulted in any injuries or crashes.

Owner notifications are slated to be sent out in the coming weeks and the remedy will see dealers inspect and replace the integrated charging control unit, as well as its fuse, as necessary. In addition, dealers will install updated software that “optimizes thermal management and peak voltage during operation.” Unfortunately for technicians, this is a huge pain as the fix for the EV6 is 26 steps long and involves removing underbody paneling as well as taking out the rear seat.

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.

Artificial intelligence, social media and a sprawling network of influencers helped spread propaganda and misinformation in the final weeks of the 2024 election campaign, an election technology expert says. (Melissa Sue Gerrits | Getty Images)

Advancements in AI technology, and the changing “information environment” undoubtedly influenced how campaigns operated and voters made decisions in the 2024 election, an elections and democracy expert said.

Technologists and election academics warned a few months ago that mis- and disinformation would play an even larger role in 2024 than it did in 2020 and 2016. What exactly that disinformation would look like became more clear in the two weeks leading up to the election, said Tim Harper, senior policy analyst for democracy and elections at the Center for Democracy and Technology.

“I think a lot of folks kind of maybe prematurely claimed that generative AI’s impact was overblown,” Harper said. “And then, you know, in short order, in the last week, we saw several kinds of disinformation campaigns emerge.”

Harper specifically mentioned the false claims that vice presidential nominee Tim Walz was alleged to have perpetrated an act of sexual misconduct, and a deep fake video of election officials ripping up ballots, both of which have been shown to be Russian misinformation campaigns.

AI also played a role in attempted voter suppression, Harper said, not just by foreign governments, but by domestic parties as well. EagleAI, a database that scrapes public voter data, was being used by a 2,000-person North Carolina group which aimed to challenge the ballots of “suspicious voters.”

Emails obtained by Wired last month show that voters the group aimed to challenge include “same-day registrants, US service members overseas, or people with homestead exemptions, a home tax exemption for vulnerable individuals, such as elderly or disabled people, in cases where there are anomalies with their registration or address.”

The group also aimed to target people who voted from a college dorm, people who registered using a PO Box address and people with “inactive” voter status.

Another shift Harper noted from the 2020 election was a rollback of enforcement of misinformation policies on social media platforms. Many platforms feared being seen as “influencing the election” if they flagged or challenged misinformation content.

Last year, Facebook and Instagram’s parent company Meta, as well as X began allowing political advertisements that perpetuated election denial of the 2020 election.

Youtube also changed its policy to allow election misinformation, saying “In the current environment, we find that while removing this content does curb some misinformation, it could also have the unintended effect of curtailing political speech without meaningfully reducing the risk of violence or other real-world harm.”

But there are real-world risks for rampant misinformation, Harper said. Federal investigative agencies have made clear that misinformation narratives that delegitimize past elections directly contribute to higher risk of political violence.

Platforms with less-well-established trust and safety teams, such Discord and Twitch also play a role. They experienced their “first rodeo” of mass disinformation this election cycle, Harper said.

“They were tested, and I think we’re still evaluating how they did at preventing this content,” he said.

Podcasters and social influencers also increasingly shaped political opinions of their followers this year, often under murky ethical guidelines. Influencers do not follow ethical guidelines and rules for sharing information like journalists do, but Americans have increasingly relied on social media for their news.

There’s also a lack of transparency between influencers and the political campaigns and candidates they’re speaking about — some have reportedly taken under-the-table payments by campaigns, or have made sponsored content for their followers without disclosing the agreement to viewers.

The Federal Election Commission decided late last year that while campaigns have to disclose spending to an influencer, influencers do not have to disclose such payments to their audience.

“In terms of kind of the balkanization of the internet, of the information environment, … I think this election cycle may end up being seen kind of as ‘the influencer election,’” Harper said.

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California has long been a hotbed for electric vehicles in the USA, and through the first nine months of this year, EVs accounted for 22.2% of all new vehicle sales across the state, according to the California New Car Dealers Association (CNCDA). While this represents only a modest increase from the EV share reported over the same period last year, it’s significantly more than the 9.1% share they had in 2021.

Between January and September, 1,320,708 new light vehicles (across all powertrains) were registered across the Golden State. This marks a 1.7% decline from the same period in 2021, with 362,881 cars (down 13.1%) and 957,827 light trucks (up 3.4%). By the end of the year, 1.75 million new vehicles are expected to be registered in California—a slight drop from the 1.77 million delivered last year and a considerable decline from pre-COVID years, when annual sales between 2015 and 2019 consistently hit or exceeded 1.89 million units.

Read: SEMA Sues California To Block Sweeping EV Mandate

What’s particularly interesting is the proportion of recent sales that have been for BEVs and hybrids. Sales of BEVs have jumped to 293,109 units, or a 22.2% share of the market year-to-date, slightly higher than the 21.5% share they had through all of 2023. The proportion of traditional hybrid vehicles sold this year has also risen, with 182,469 being registered to new homes. Hybrids now accounted for 13.8% of the total market.

In contrast, plug-in hybrid sales are lagging behind BEVs and standard hybrids. Only 45,244 units were sold in the first nine months of the year, holding steady at a 3.4% market share—the same as their share through all of 2023.

Gasoline-powered vehicles remain by far the most popular powertrain choice in California. Of all the new light vehicles sold in the state this year, 58.3% have gas engines. BEVs are the next most popular at 22.2%, followed by hybrids at 13.8%, plug-in hybrids at 3.4%, and diesel-powered ICE models at 2.3%. Altogether, the combined market share of BEVs, hybrids, PHEVs, and fuel cell vehicles has reached 39.4%.

The best selling EVs

When it comes to BEV dominance, Tesla remains the undisputed heavyweight champion in California. According to CNCDA data, the Tesla Model Y towers over the competition with a staggering 105,693 new registrations from January to September this year, making it the state’s best-selling BEV by a margin that’s almost embarrassing for its rivals. Its smaller sibling, the Tesla Model 3, comes in second with 34,219 units, while the Hyundai Ioniq 5—an up-and-comer in the EV space—takes a distant third with just 11,711 units sold. If the Model Y was a politician, it’d be running unopposed.

However, Tesla’s overall performance in California tells a more nuanced story. The company’s EV market share in the state has slipped by 8.5% compared to last year, marking a full 12 months of incremental declines, according to CNCDA. And while Tesla may still own the lion’s share of the BEV segment, the competition is sharpening its claws. Brands like Kia, BMW, and Hyundai are quietly but consistently chipping away, each posting year-to-date EV market share gains of 1.4%, 1.3%, and 1.3%, respectively.

Toyota the overall leader, Tesla second

Looking beyond BEVs to the broader automotive landscape in California, Toyota comfortably claims the top spot across all powertrains with 215,402 registrations so far this year, holding a commanding 16.3% market share. Tesla settles for second place with a 12.1% share, while Honda rounds out the top three, capturing 10.9% of the market.

Image Credit: Experian Automotive via CNCDA

Hyundai unveiled the facelifted Ioniq 5 earlier this year, but they’re filling in all the details by releasing pricing, ranges, and equipment. Furthermore, since the model is now made in America, the EV is eligible for a $3,750 federal tax credit when purchased. Of course, leasing it unlocks the full $7,500.

Without further ado, the entry-level Ioniq 5 SE RWD Standard Range starts at $42,500 before a $1,475 destination fee. That’s a sizable jump as the 2024 model began at $41,800 and had a lower $1,395 destination charge, despite needing to be shipped across the Pacific.

More: 2025 Hyundai Ioniq 5 Packs More Range, NACS Port And New XRT Trim

Besides being more expensive, the 2025 Ioniq 5 now comes standard with a larger 63 kWh battery pack. That’s 5 kWh more than its predecessor and this increases the EPA range from 220 miles to 245 miles.

When it comes time to charge, owners can take advantage of the newly standard NACS port that enables them to access Tesla’s Supercharger Network. The car also comes with a CCS adapter, which means customers have access to approximately 36,000 chargers. If they manage to find a 350 kW DC fast charger, they can take the battery from 10-80% in around 20 minutes.

2025 Hyundai Ioniq 5 Pricing

Long Range variants now have a battery capacity of 84 kWh. That’s up from 77.4 kWh and it means rear-wheel drive variants can travel 318 miles between charges, which is up from 303 miles. Mainstream all-wheel drive trims see their range increase from 260 miles to 290 miles, while the range-topping Limited sees a smaller increase from 260 miles to 269 miles.

The Ioniq 5 XRT is all-new for 2025 and it features a dual-motor all-wheel drive system as well as 259 miles of range. That’s on the short side, but the car is notable for featuring a lifted suspension and unique 18-inch wheels wrapped in all-terrain tires. The $55,400 EV also has clearance maximizing bumpers, digital camouflage cladding, and an upgraded interior with special upholstery as well as all-weather floor mats.

Hyundai Ioniq 5 Range Changes

Changes to the rest of the lineup are more modest, but include modified bumpers, an updated rear spoiler, and a new rear windshield wiper. They’re joined by more aerodynamic wheels and a revamped color palette that adds Atlas White Matte, Ecotronic Gray Matte, and Celadon Gray Matte.

Inside, there’s a new center console, revised climate controls, and additional physical switchgear. Drivers will also find a new steering wheel and a handful of minor tweaks.

The 2025 Ioniq 5 will arrive at dealerships by the end of the year, while Kia’s updated EV6 shouldn’t be too far behind.

Update 11/12: As the LA Motor Show draws closer, Hyundai is cranking up the teaser campaign for its Ioniq 9. The latest short video, which you can check out for yourself below, gives us a few quick glimpses of both the exterior and interior, including an unmasked shot of the front end.

Additionally, Hyundai has shared a ghost sketch of the cabin, revealing a three-row layout that accommodates up to seven passengers in a “lounge-like environment.” They also highlighted the “spacious cabin with a flat floor across all three rows, enabling easy movement within the vehicle.”

Hyundai has been on a relentless EV offensive in recent years, pushing hard to expand its all-electric Ioniq lineup and establish itself as a major player in the zero-emissions space. The latest chapter in this saga is the Ioniq 9—the brand’s biggest and boldest EV yet—designed to tap into the growing demand for larger, three-row electric SUVs. Teased with just enough detail to stir up interest, the production Ioniq 9 is set for its full global unveiling in November.

The Ioniq 9’s arrival was first hinted at with the launch of the compelling SEVEN Concept at the LA Auto Show in November 2021 and will serve as Hyundai’s alternative to the Kia EV9. While these teasers don’t provide us with a detailed look at the new SUV, it’s clear that it will look very similar to that concept.

Read: Hyundai Ioniq 9 EV Looks Ready For Production In Latest Spy Shots

Found at the front of the Ioniq 9 will be a full-width LED light bar with Hyundai’s eye-catching ‘Parametric Pixels’ design as seen on the smaller Ioniq 5 and Ioniq 6. As with the concept, the new model will feature additional pixel LEDs running vertically down the front fascia.

The side profile is also quite familiar. It has a very similar shape to the SEVEN Concept and includes particularly thick D-pillars with squared-off wheel arches. The concept stunned with its rear suicide doors, but it seems unlikely these will be retained for the production model. No teaser has been provided of the EV’s rear end, but the side shot does show prominent pixel LEDs, which form a T-shape.

Hyundai claims the diagonal lines that cut across the body are inspired by Hanbok, a traditional Korean garment, while the overall design supposedly draws influence from the sleek hulls and open, airy cabins of luxury boats.

Underpinning the new SUV will be the Hyundai Motor Group’s ever-present E-GMP platform with an 800V charging capability. There’s no word on what battery packs the Ioniq 9 will be available with nor what motor configurations customers will be able to choose from. However, in all likelihood, Hyundai will borrow from the Kia EV9’s playbook, offering the same 76.1 kWh and 99.8 kWh battery packs. If so, power output could range anywhere from a sensible 215 hp to a far more exhilarating 576 hp, catering to a broad spectrum of buyers.

Expect Hyundai to drip-feed more teasers of the Ioniq 9 in the lead-up to its November unveiling, which will take place at next month’s LA Auto Show.

Hyundai has unveiled a limited-edition Kona Electric in Japan, designed to embody a rugged and more adventurous spirit while packing in a few choice accessories. Dubbed the Hyundai Kona Mauna Loa, this special variant will be limited to just 30 units, marking it as the most exclusive iteration of the Korean SUV to date.

The Japanese special is named after the world’s largest active volcano, which is located in Hawaii. The highlight is the “Wild & Tough Black” paint that has been applied on the bumpers, fender flares, and side skirts, making them more durable and scratch-resistant. The resulting looks are reminiscent of the unpainted plastic bumpers of models from the ’90s, similar to the Hyundai Ioniq 5 XRT.

More: Hyundai’s Baby EV Gets Adventure-Ready With New Inster Cross

The Kona Mauna Loa rides on new black alloy wheels shod in Toyo Open Country A/T tires. Hyundai also added mudguards and black accents on the greenhouse and badging. Other off-road bits include an exclusive roof cross bar, suitable for carrying camping and hiking gear. The only color option is Mirage Green.

Moving inside, we find light-gray leather upholstery with yellow accents. The all-weather luggage and floor mats made of rubber make it easier to clean the interior after a hiking session in nature. Other cool accessories include a foldable stool, a storage solution for the seatbacks, and cargo boxes for arranging things in the boot.

The Hyundai Kona Mauna Loa doesn’t feature any performance or chassis modifications compared to the Kona Electric. This means that the single electric motor with 201 hp (150 kW / 204 PS) still powers the front wheels, sourcing energy from the larger 64.8 kWh battery pack.

Hyundai will only make 30 units of the Kona Mauna Loa, which sounds weirdly exclusive for a special edition of a mainstream SUV. Pricing starts from ¥4,950,000 ($32,565), making it only ¥55,000 ($362) more expensive than a high-spec Kona Lounge, and ¥110,000 ($724) cheaper than the sportier Kona N Line.

Hyundai Japan

Hyundai has just pulled the covers off its latest ‘rolling lab’ model, dubbed the RN24. The car follows in the footsteps of the RN22e and N Vision 74, serving as a testbed for high-performance technologies and motorsport features that will shape future electrified vehicles from the N division.

In creating the RN24, Hyundai’s engineers wanted to fit their most powerful powertrain into the smallest possible package they could muster. As such, they’ve developed a custom World Rally Championship-inspired EV chassis and then dropped the 641 hp powertrain of the Hyundai Ioniq 5 N. Remarkably, the car even features the same 84 kWh battery pack as the Ioniq 5 N, despite the wheelbase being shortened by a considerable 13.3 inches (340 mm).

Read: Hyundai Confirms N Vision 74’s Production After All

A laundry list of features ensures the RN24 is no mere prototype. For example, it has a WRC Powertrain Drive Control Logic system that allows drivers to adjust the power, acceleration sensitivity, regenerative brake sensitivity, and power balance using steering wheel buttons, features similar to those of Hyundai’s current WRC cars.

Additionally, the technical demonstrator has a dedicated ‘Rally Mode’ that optimizes torque distribution inspired by the i20 N Rally 1 WRC, while there’s even a new e-Handbrake to initiate some epic powerslides. A new version of the N Active Sound+ system of the Ioniq 5 N has also been added. It now includes two side speakers, and the rear fenders double as soundboxes, helping to enhance the soundtrack.

You’ll no doubt have noticed the RN24 is almost entirely void of bodywork and instead uses an exoskeleton-style exposed roll cage. It also has the same rear wing as Hyundai’s TCR race cars. Despite the various weight-saving measures employed, the RN24 still tips the scales at an estimated 4,144 lbs (1,880 kg), or roughly 350 kg (771 lbs) less than the Ioniq 5 N it borrows its powertrain from.

“RN24 exemplifies Hyundai N’s commitment to advancing electric motorsport technology by prioritizing the driving experience rather than spec numbers,” vice president of N Brand Management Group, Joon Park said in a statement. “This Rolling Lab proves that there remains untapped potential for high-performance EVs and with new technologies ahead, there is much to look forward to.”

If the RN24 is a taste of what’s to come, the future of the N division looks promising.

On Thursday, October 3, the women of RENEW Wisconsin held the first of many GROW events. The Green Revolution of Women (GROW) was founded to create a welcoming space for women to connect, gain mentorship opportunities, and build lasting friendships that can enhance their work in building a clean energy economy.

At the heart of the clean energy industry are the dedicated individuals who work day in and day out to create a better environment for Wisconsin. Fostering inclusivity and empowering all voices can be a challenge in any workplace, and it is with this obstacle in mind that the women of RENEW Wisconsin aim to connect women through GROW. By sharing our experiences – whether they’ve led to major successes or taught valuable lessons – GROW was designed to offer support and inclusivity. GROW brings women together to have a greater collective impact.

“As someone who is new to the renewable energy field, I’ve only been in it for a little under a year, I find that when I go to events it often feels like I don’t know a lot of people, and we just wanted to create a space where we can come together and create relationships that will help us intentionally build a community for women in the clean energy field,” said Kim Bauer, while welcoming GROW attendees.

RENEW welcomed a diverse group of women from all across Wisconsin at our first event, with over 40 women in attendance. GROW attendees spent the evening networking and enjoying each other’s company at Giant Jones, a Madison-based, woman-owned brewery. The event welcomed established leaders in the clean energy industry who have a wealth of experience, newcomers to the industry, and recent graduates who are beginning to explore a career in sustainability. While building new relationships and reconnecting with old friends, GROW attendees talked about a multitude of topics, including excitement for having a space to connect with other women in the industry.

“As someone fresh out of grad school, GROW was helpful for me to learn more about the field of renewable energy from more experienced women and get some tips about networking in a comfortable space,” said attendee Rhiannon Erhardt, a recent graduate from the Nelson Institute of Environmental Studies.

As GROW continues to grow, the women of RENEW Wisconsin plan to create spaces where women can build confidence in their professional capabilities and feel empowered in the clean energy revolution. The GROW community will help women advance their careers and connect with those who have shared experiences. In addition to hosting quarterly events in Madison and Milwaukee, we have also created a GROW group on our community portal, which women in the industry are encouraged to join to connect between events! The women of RENEW Wisconsin want to express our sincerest gratitude for the crowd that showed up for our first GROW event and we look forward to seeing everyone in December.

 

The post RENEW Launches GROW | Green Revolution of Women appeared first on RENEW Wisconsin.

Hyundai is beefing up its lineup with a more adventurous trim for the Inster, dubbed the Cross. Despite being front-wheel drive, the Inster Cross targets the outdoorsy crowd, rocking a rugged body kit, roof rack, and a set of new wheels for a tougher image.

The Inster debuted last June as a slightly longer, fully electric version of Hyundai’s gas-powered Casper subcompact crossover. The new Cross trim builds on that platform and toughens things up, adding brawnier front and rear bumpers with oversized skid plates and black cladding, all designed to handle whatever the city streets or dusty trails can throw its way.

More: New Hyundai Inster Is A Tiny Electric Crossover For The Masses

From the side, you’ll notice new side skirts that mimic rocker panels, plus a slick set of optional 17-inch alloy wheels. Up top, there’s a standard roof rack ready to haul your gear when the trunk just isn’t enough. And if you’re into the whole rugged aesthetic, it’s available in an exclusive “Amazonas Green Matte” color option, alongside the rest of the regular Inster color palette.

Inside, the changes are minimal but noticeable, with lime-yellow accents splashed across the grey cloth upholstery and dashboard inserts. For such a small EV — measuring just 3,825 mm (150.6 inches) long —the Inster Cross is surprisingly practical. The interior offers optional features like a front bench seat, a sliding and reclining second row, and a boot that holds between 280 to 351 liters (9.9 to 12.4 cubic feet) depending on the configuration.

As with the regular Inster, the Cross trim is available with the Standard and Long Range fully electric powertrains. A single electric motor produces 95 hp (71 kW / 97 PS) or 113 hp (84.5 kW / 115 PS), while the battery has a capacity of 42 kWh or 49 kWh. The latter offers a WLTP range of up to 359 km (223 miles) and supports 120 kWh DC charging.

Production of the Inster Cross is set to kick off in Korea by the end of the year, with pricing details to follow closer to launch. Hyundai hasn’t revealed exactly where this new trim will be available, but if it’s anything like the standard Inster, expect to see it in Europe, the Middle East, and the Asia-Pacific region.

As response rates drop, pollsters are increasingly turning to artificial intelligence to determine what voters are thinking ahead of Election Day, not only asking the questions but sometimes to help answer them. (Stephen Maturen | Getty Images)

Days after President Joe Biden announced he would not be seeking re-election, and endorsed Vice President Kamala Harris, polling organization Siena College Research Institute sought to learn how “persuadable” voters were feeling about Harris.

In their survey, a 37-year-old Republican explained that they generally favored Trump for his ability to “get [things] done one way or another.”

“Who do you think cares about people like you? How do they compare in terms of caring about people like you?” the pollster asked.

“That’s where I think Harris wins, I lost a lot of faith in Trump when he didn’t even contact the family of the supporter who died at his rally,” the 37-year-old said.

Pollsters pressed this participant and others across the political spectrum to further explain their stances, and examine the nuance behind choosing a candidate. The researchers saw in real time how voters may sway depending on the issue, and asked follow-up questions about their belief systems.

But the “persuadable” voters weren’t talking to a human pollster. They were conversing with an AI chatbot called Engage.

The speed in which election cycles move, coupled with a steep drop of people participating in regular phone or door-to-door polls, have caused pollsters to turn to artificial intelligence for insights, both asking the questions and sometimes even answering them

Why do we poll? 

The history of polling voters in presidential races goes back 200 years, to the 1824 race which ultimately landed John Quincy Adams in the White House. White men began polling each other at events leading up to the election, and newspapers began reporting the results, though they didn’t frame the results as predictive of the outcome of the election.

In modern times, polling for public opinion has become a business. Research centers, academic institutions and news conglomerates themselves have been conducting polls during election season for decades. Though their accuracy has limitations, the practice is one of the only ways to gauge how Americans may be thinking before they vote.

Polling plays a different role for different groups, said Rachel Cobb, an assistant professor of political science and legal studies at Suffolk University. For campaign workers, polling groups of voters helps provide insight into the issues people care about the most right now, and informs how candidates talk about those issues. It’s why questions at a presidential debate usually aren’t a surprise to candidates — moderators tend to ask questions about the highest-polling topics that week.

For news outlets, polls help give context to current events and give anchors numbers to illustrate a story. Constant polling also helps keep a 24-hour news cycle going.

And for regular Americans, poll results help them gauge where the race is, and either activate or calm their nerves, depending on if their candidate is polling favorably.

But Cobb said she, like many of her political science colleagues, has observed a drop in responses to more traditional style of polling. It’s much harder and more expensive for pollsters to do their job, because people aren’t answering their phones or their front doors.

“The time invested in getting the appropriate kind of balance of people that you need in order to determine accuracy has gotten greater and so and they’ve had to come up with more creative ways to get them,” Cobb said. “At the same time, our technological capacity has increased.”

How AI is assisting in polling?

The speed of information has increased exponentially with social media and 24-hour news cycles, and polls have had to keep up, too. Though they bring value in showing insights for a certain group of people, their validity is fleeting because of that speed, Cobb said. Results are truly only representative of that moment in time, because one breaking news story could quickly change public opinion.

That means pollsters have to work quickly, or train artificial intelligence to keep up.

Leib Litman, co-CEO and chief research officer of CloudResearch, which created the chatbot tool Engage, said AI has allowed them to collect answers so much faster than before.

“We’re able to interview thousands of people within a matter of a couple hours, and then all of that data that we get, all those conversations, we’re also able to analyze it, and derive the insights very, very quickly,” he said.

Engage was developed about a year ago and can be used in any industry where you need to conduct market research via interviews. But it’s become especially useful in this election cycle as campaigns attempt to learn how Americans are feeling at any given moment. The goal isn’t to replace human responses with AI, rather to use AI to reach more people, Litman said.

But some polling companies are skipping interviewing and instead relying on something called “sentiment analysis AI” to analyze publically available data and opinions. Think tank Heartland Forward recently worked with AI-powered polling group Aaru to determine the public perception of artificial intelligence.

The prediction AI company uses geographical and demographic data of an area and scrapes publicly available information, like tweets or voting records, to simulate respondents of a poll. The algorithm uses all this information to make assertions about how a certain demographic group may vote or how they may answer questions about political issues.

This type of poll was a first for Heartland Forward, and its executive vice president Angie Cooper said they paired the AI-conducted poll with in-person gatherings where they conducted more traditional polls.

“When we commissioned the poll, we didn’t know what the results were going to yield,” she said. “What we heard in person closely mirrored the poll results.”

Sentiment Analysis

The Aaru poll is an example of sentiment analysis AI, which uses machine learning and large language models to analyze the meaning and tone behind text. It includes training an algorithm to not just understand literally what’s in a body of text, but also to seek out hidden messaging or context, like humans do in conversation.

The general public started interacting with this type of AI in about 2010, said Zohaib Ahmed, founder of Resemble AI, which specializes in voice generation AI. Sentiment analysis AI is the foundation behind search engines that can read a request and make recommendations, or to get your Alexa device to fulfill a command.

Between 2010 and 2020, though, the amount of information collected on the internet has increased exponentially. There’s so much more data for AI models to process and learn from, and technologists have taught it to process contextual, “between-the-lines” information.

The concept behind sentiment analysis is already well understood by pollsters, says Bruce Schneier, a security technologist and lecturer at Harvard University’s Kennedy School. In June, Schneier and other researchers published a look into how AI was playing a role in political polling. 

Most people think polling is just asking people questions and recording their answers, Schneier said, but there’s a lot of “math” between the questions people answer and the poll results.

“All of the work in polling is turning the answers that humans give into usable data,” Schneier said.

You have to account for a few things: people lie to pollsters, certain groups may have been left out of a poll, and response rates are overall low. You’re also applying polling statistics to the answers to come up with consumable data. All of this is work that humans have had to do themselves before technology and computing helped speed up the process.

In the Harvard research, Schneier and the other authors say they believe AI will get better at anticipating human responses, and knowing when it needs human intervention for more accurate context. Currently, they said, humans are our primary respondents to polls, and computers fill in the gaps. In the future, though, we’ll likely see AI filling out surveys and humans filling in the gaps.

“I think AI should be another tool in the pollsters mathematical toolbox, which has been getting more complex for the past several decades,” Schneier said.

Pros and cons of AI-assisted polling 

AI polling methods bring pollsters more access and opportunity to gauge public reaction. Those who have begun using it in their methodology said that they’ve struggled to get responses from humans organically, or they don’t have the time and resources to conduct in-person or telephone polling.

Being interviewed by an anonymous chatbot may also provide more transparent answers for controversial political topics. Litman said personal, private issues such as health care or abortion access are where their chatbot “really shines.” Women, in particular, have reported that they feel more comfortable sharing their true feelings about these topics when talking to a chatbot, he said.

But, like all methodology around polling, it’s possible to build flaws into AI-assisted polling.

The Harvard researchers ran their own experiment asking ChatGPT 3.5 questions about the political climate, and found shortcomings when it asked about U.S. intervention in the Ukraine war. Because the AI model only had access to data up through 2021, the answers missed all of the current context about Russia’s invasion beginning in 2022.

Sentiment analysis AI may also struggle with text that’s ambiguous, and it can’t be counted on for reviewing developing information, Ahmed said. For example, the X timeline following one of the two assassination attempts of Trump probably included favorable or supportive messages from politicians across the aisle. An AI algorithm might read the situation and conclude that all of those people are very pro-Trump.

“But it doesn’t necessarily mean they’re navigating towards Donald Trump,” Ahmed said. “It just means, you know, there’s sympathy towards an event that’s happened, right? But that event is completely missed by the AI. It has no context of that event occurring, per se.”

Just like phone-call polling, AI-assisted polling can also potentially leave whole groups of people out of surveys, Cobb said. Those who aren’t comfortable using a chatbot, or aren’t very active online will be excluded from public opinion polls if pollsters move most of their methods online.

“It’s very nuanced,” Ahmed said of AI polling. “I think it can give you a pretty decent, high-level look at what’s happening, and I guarantee that it’s being used by election teams to understand their position in the race, but we have to remember we exist in bubbles, and it can be misleading.”

Both the political and technology experts agreed that as with most other facets of our lives, AI has found its way into polling and we likely won’t look back. Technologists should aim to further train AI models to understand human sentiment, they say, and pollsters should continue to pair it with human responses for a fuller scope of public opinion.

“Science of polling is huge and complicated,” Schneier said. “And adding AI to the mix is another tiny step down a pathway we’ve been walking for a long time using, you know, fancy math combined with human data.”

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