Given the performance of the Hyundai Ioniq 5 N, affordability might not be the first thing that comes to mind. However, it’s now cheaper to lease in the States than before, as Hyundai prepares for the 2026 model release and works to clear out existing inventory, even though no major changes are expected.

Read: Hyundai Ioniq 5 N Owners Report Dangerous Acceleration After Software Fix

Leasing the Ioniq 5 N had previously been quite expensive, with monthly payments set at $899 for 36 months, plus a $3,999 down payment due at signing before taxes and delivery fees. This brought the effective cost to about $1,010 per month. That’s an eye-watering amount, and nearly double some of the lease deals we’ve seen for the Lucid Air in recent months.

Now, Hyundai has slashed the Ioniq 5 N lease to $699 per month for 36 months, keeping the $3,999 down payment at signing. This offer kicked in on May 9 and will run until June 2, so you’d better hurry if you’re interested.

From what we learned, Hyundai achieved this drop by cutting the Money Factor (the interest rate used to calculate the rent charge) to .00017 for 24-month/12,000-mile leases and .00016 for 36-month/10,000-mile leases, while also inflating the residual values (the car’s expected value at the end of the lease) to 52% and 45%, respectively.

For the 36-month/10,000-mile option with the down payment, the effective monthly lease comes out to $810 before taxes and delivery fees. If you opt for a zero down payment, the total rises to $848.17 due to the higher interest rate. Hyundai also offers a purchase option at the end of the lease for $32,484, plus an additional $300 fee.

Other Options

While this deal might be too good to refuse for some, it’s worth keeping in mind that Kia is gearing up to launch its facelifted EV6 GT, and it features many of the same features as the Ioniq 5 N. In addition to rocking the same basic dual-motor powertrain, it has been updated with the same Virtual Gear Shift function as the Hyundai and promises an ICE-inspired soundtrack, too.

If you’re looking to buy, the Ioniq 5 N starts at $67,675. On one hand, that’s fairly reasonable for an electric vehicle that offers practicality alongside supercar-level performance. On the other hand, it’s still significantly more expensive than the Tesla Model 3 Performance, which starts at $54,990.

Review: What’s It Like Living With The Hyundai Ioniq 5 N?

Plus, if you go for colors like Stealth Grey, Pearl White, or Deep Blue metallic, the flagship Model 3 qualifies for the $7,500 federal tax credit, bringing the price down to $47,490 before taxes and fees. Something to keep in mind.

That said, for those looking for an EV that prioritizes driver involvement in a way no other competitor currently does, the Ioniq 5 N remains a solid choice. With up to 641 horsepower, it can go from 0 to 62 mph (100 km/h) in just 3.4 seconds, and it even allows you to adjust the power split between the front and rear wheels for a truly customizable experience.

The German auto industry seems to be in the midst of an identity crisis. No, really. Mercedes has decided to ditch its EQ label for its EVs, BMW’s “i” series is about as consistent as a toddler on a sugar high, and Audi’s odd/even naming plan was clearly just a suggestion. Now, it’s Volkswagen’s turn to throw its own wrench into the mix and rethink its entire naming strategy.

More: Audi Ditches Odd-Even Naming Plan For ICE And EVs After Buyers Bamboozled

In an effort to simplify its lineup and make it more accessible, Volkswagen is planning to phase out the “ID” prefix that’s become synonymous with its electric vehicles. Starting as soon as 2026, the company intends to replace this alphanumeric branding with more traditional car names. Though details are still scarce, the change is meant to address growing confusion in the market around these designations.

The ID sub-brand was launched in 2017 with the concept version of the ID.3 hatchback, which later became the first production model in 2019. Over the years, VW expanded its offerings, introducing the ID.4, ID.5, and ID.6 SUVs (the latter available exclusively in China), the ID.7 sedan, and the ID. Buzz minivan. The brand had plans to further expand the ID lineup with the ID.1 city car and the ID.2 supermini by 2027, but it seems the game plan is now changing.

Shifting to Familiar Names

Martin Sander, a member of Volkswagen’s Board of Management responsible for Sales, Marketing, and After Sales, revealed during an interview with Auto und Wirtschaft that the company intends to return to using conventional names for its EVs. “The cars will get proper names again,” he said. “This will become apparent when we launch new models – neither the ID. 2all nor the ID. Every1 concepts will carry these names in production.”

Although Sander did not go into detail, Volkswagen has previously indicated that established nameplates might make their way into the EV world. For instance, the upcoming ID.2, set for launch in 2026, could adopt the Polo name, celebrating the model’s 50th anniversary this year. Meanwhile, the ID.1, expected in 2027, could take inspiration from previous names like Lupo, Fox, or Up!, or even receive an entirely new name.

New Names, New Beginnings

Earlier this year, Kai Grünitz, Volkswagen’s Board Member for Technical Development, mentioned that starting in 2026, the ID models will undergo a significant facelift. This would be an ideal time for Volkswagen to start phasing in the new names for its existing EV models.

Volkswagen is also working on an electric version of the Golf, which is set to arrive toward the end of the decade, along with an electric T-Roc SUV. There’s a good chance that familiar nameplates like Passat and Tiguan will eventually be used for future electric vehicles. The challenge for Volkswagen, however, will be distinguishing the EV models from their internal combustion counterparts, which will remain in production for a few more years.

Big Sales Targets For EVs

When discussing Volkswagen’s EV sales, Sander expressed confidence, saying, “We are very satisfied with the demand. We have a high order backlog for the ID.3, and we’re already selling more ID.7s in Europe than Passats.” He also highlighted the ID. Buzz, noting that it “plays an incredibly important role for the brand, especially given the significant hype surrounding it in the U.S.”

More: VW’s 1 Millionth EV Is Here, But It’s Crushing Them

Sander also highlighted Volkswagen’s ambitious sales targets, particularly for the upcoming ID. 2all, which is expected to launch in Europe at a starting price of €25,000 ($27,900). “With the production version of the ID. 2all, we are entering a completely different price range,” he said.

The ID. Every1, scheduled for 2027, is projected to start at an even more affordable €20,000 ($22,300). Thanks to falling battery costs and cost-cutting measures, this price point is within reach. “Everything regarding costs is being scrutinized,” Sander emphasized, noting that Volkswagen will leverage new production methods to ensure the vehicle is profitable from the start.

According to Sander, the target price of the urban EV that will be produced in Portugal will be made possible thanks to the declining cost of batteries, and extensive cost-cutting measures: “Everything regarding costs is being scrutinized. We have to leave no stone unturned and will use new production methods. Everything we change now will bring us to the point where the car will be profitable. The entire company will benefit from what we learn from this vehicle. You can’t build a project like this on hope – instead, we rely on solid success figures and plans.”

Sander also remains confident that electric vehicles will outpace internal combustion engines, stating that VW is “convinced that electromobility will prevail because electric cars are the better product”.

What About China?

Finally, the VW Board Member also touched on the competitive landscape in China, where Volkswagen’s EVs, like the ID.7, are facing pressure from lower-priced competitors. Despite the tough market conditions, the company is focused on long-term growth. “We are not buying market share,” Sander said, “but investing in our long-term strategic goals.”

“The electric car market in China is extremely competitive on price; even new models are sometimes launched by competitors with deep discounts,” he told the publication. “This also presents a challenge for the ID.7, which has been so successful in other markets. However, in this difficult environment, we are not focusing on short-term market success, but rather pursuing a sustainable growth plan.”

More: VW’s Concepts Mark The Start Of 30 New Models For China’s EV Future

Volkswagen aims to strengthen its position in China starting in 2026 with a new generation of market-specific electric cars. “We are the clear market leader in China in the still highly profitable segment of vehicles with combustion engines,” Sander added. As part of its strategy, Volkswagen is gradually hybridizing its combustion engine portfolio, positioning itself to lead the transition to electrified vehicles in the region.

A billboard promoting Enbridge Inc. (Susan Demas | Michigan Advance)

Over two days of hearings this week, members of the Bad River Band of Lake Superior Chippewa, environmental advocates and experts testified against the U.S. Army Corps of Engineers granting a permit to reroute Enbridge’s Line 5 oil and natural gas pipeline in northern Wisconsin. 

The tribe’s testimony was one of its last chances to prevent the new pipeline from being installed upstream of its reservation — which the tribe says will harm water quality in the watershed, encourage the growth of invasive species and damage wetlands, diminishing the ability to filter pollutants out of runoff before reaching surface waters. 

Enbridge insists the reroute plans do everything possible to minimize the environmental effect of pipeline construction and operation while industry groups and labor unions say the project has been vetted to ensure it isn’t harmful and that the arguments against the environmental effects of construction could be used to slow down any project in the state, not just those the tribe disagrees with politically. 

Last year, the Wisconsin Department of Natural Resources issued its own permits for the company to build the pipeline with more than 200 added conditions to ensure compliance with state standards. Months after the DNR’s permit decision, a separate pipeline operated by Enbridge in Wisconsin spilled 69,000 gallons of crude oil in Jefferson County. 

The tribe is also challenging the DNR’s permit determination in a series of hearings later this summer. 

For decades, Line 5 ran through the tribe’s reservation and in 2023 a federal judge ordered that it be shut down. Since 2020, Enbridge has been working on a plan to reroute the pipeline, which runs from far northwest Wisconsin 645 miles into Michigan’s Upper Peninsula, under the Straits of Mackinac and across the U.S. border into Canada near Detroit. It transports about 23 million gallons of crude oil and natural gas liquids daily.

At the hearings this week, the tribe argued that under the Clean Water Act, the Corps shouldn’t grant the permits because the tribe has determined the new pipeline will negatively affect its water quality. 

Tribal chairman makes the case against Line 5

“Our people have resided in the Bad River watershed for hundreds of years,” Robert Blanchard, the tribe’s chairman, said Tuesday. “It’s our homeland. If the U.S. Army Corps grants these permits, Enbridge is undoubtedly going to destroy and pollute our watershed by trenching, blasting and horizontal drilling across hundreds of upstream wetlands and streams. I’m asking the U.S. Army Corps to think of the people and all the living things this will affect, and to deny the permit for this project.”

During Tuesday’s testimony, Blanchard added, “When I look at my homelands, I see it through the eyes of my grandfather, who saw it through the eyes of his grandfather.” 

Blanchard said he wants his grandchildren to be able to see their homelands through his eyes, too. He recounted boating up the Bad River toward Lake Superior as a boy, catching fish with his elders to eat or to sell at the market. His grandfather taught him to hunt and gather and to this day Blanchard gathers medicinal herbs which are used by his community, he said. He remembers the lumber companies that clear cut the forests, and, he said, some of his loved ones have died of cancer after living near an industrial dump site. 

“That was all in the Bad River watershed,” said Blanchard. He stressed that in tribal tradition, all things in nature have spirit, including the water. To the Bad River Band, nature is not only critical to human survival, it is a sacred thing to be protected. 

In their testimony Tuesday, Enbridge consultants and researchers downplayed concerns about how the pipeline reroute could harm local ecosystems. Just over 118 acres of forest will need to be cleared during construction and turned into a managed grassland. Experts testifying for the company said that the underground pipeline will not act as an underwater dam and disrupt groundwater flow, nor will the explosives used to blast trenches for the pipeline present a danger. Other concerns such as radioactive contamination, PFAS pollution (often called forever chemicals) and arsenic are not used by the project, and have not been detected in the area. 

Although Enbridge’s consultants and experts argued that the project would not violate the Bad River Band’s water quality standards, the Band itself disagreed, citing concerns about pollutants, water quantity and quality, hydrology, mineral content and water temperature. 

Connie Sue Martin, and environmental attorney who testified against the project said the Bad River Band “is the expert” on water quality in the area, not U.S. government agencies including the Environmental Protection Agency (EPA).

Esteban Chiriboga, a geologist with the Great Lakes Indian Fish and Wildlife Commission, testified that the rerouted pipeline’s distance from the reservation is irrelevant because contaminants can travel. Using imagery from Laser Imaging, Detection and Ranging (LIDAR) technology, Chiriboga demonstrated that waterways and flow channels between rivers, creeks and wetlands are interconnected. Others who spoke against the project on Tuesday expressed concerns about the potential for increased runoff, soil erosion, and the spread of invasive species as consequences of the project. 

On Wednesday, much of the tribe’s testimony centered around the ways in which the tribe’s members rely on the Bad River and its tributaries. 

“You will not find another community so dependent upon subsistence harvesting and dependent upon the health of our environment,” said Dylan Jennings, a member of the tribe and former appointee of Gov. Tony Evers to the state Natural Resources Board. “Simply put, our community maintains a relationship with the entire ecosystem and not a segmented area, we continue to utilize an entire system approach which naturally extends beyond our reservation boundaries.” 

Union members testify in favor of Line 5

During the public comment period of the hearing Wednesday, a number of labor union representatives defended the project as a source of local jobs and environmentally safe. Chad Ward, a representative of the Teamsters Local 346, said members of his union will work on the project and live locally, so they take “very seriously our commitment to the community and the environment around the construction site.” But, he said, the tribe’s complaints could be made about any construction project in the area. 

“I and others have grave concerns that the assertions made by the tribe could have impacts well beyond the Line 5 project itself,” Ward said. “Construction practices considered industry and regulatory best practices for environmental protection are cited as reasons by the tribe for why this project should not proceed, practices that are standard use all over the country” 

“They are practices the Band has been fine with for dozens of projects in the same area,” he continued. “This leaves the impression that these concerns are more based on the political views of the project than the construction method themselves. And while they’re entitled to their political views, it is the job of the permitting process to determine if the laws and regulations are being followed, not weigh the political arguments.” 

After Wednesday, the Army Corps will accept written comments on the permit approval for 30 days and then can make a decision any time after that. The hearings on the legal challenge to the DNR permits begin Aug. 12 in Ashland.

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A sign protesting Enbridge Line 5 in Michigan. (Laina G. Stebbins | Michigan Advance)

The Bad River Band of Lake Superior Chippewa is preparing to argue against the U.S. Army Corps of Engineers issuing a permit to reroute Enbridge’s Line 5 oil pipeline in northern Wisconsin. 

For years, the tribe has fought against Line 5, which runs from far Northwest Wisconsin 645 miles into Michigan’s Upper Peninsula, under the Straits of Mackinac and across the U.S. border  into Canada near Detroit. It transports about 23 million gallons of crude oil and natural gas liquids daily. 

An underground section of the pipeline currently passes near a bend in the Bad River on the tribe’s reservation. In 2023, a federal judge ruled that the company was trespassing on tribal land and gave Enbridge three years to shut down the pipeline. 

Since 2020, Enbridge has been working on rerouting the pipeline about 41 miles away from tribal land. That proposal requires permits to be issued by the Wisconsin Department of Natural Resources and the U.S. Army Corps of Engineers. 

The tribe is also currently challenging the state’s permitting process. Hearings will be held in August, September and October in Madison and Ashland in which an administrative law judge will hear arguments against the DNR’s decision to issue permits for the project. 

Army Corps approval of Enbridge’s plan to replace a separate section of the pipeline on the floor of the Straits of Mackinac has been fast tracked under President Donald Trump’s executive order declaring a national energy emergency, but the Bad River section of the pipeline is still moving forward under the normal approval process. 

On Tuesday and Wednesday, the Bad River Band and its attorneys will present to the Corps their finding that the proposed rerouted pipeline, which would pass the Bad River upstream of the reservation, threatens the tribe’s water quality and therefore violates the Clean Water Act. 

The tribe’s presentation is scheduled to take all day Tuesday and some of Wednesday. Members of the public will then be able to provide public comment during a virtual hearing and send written comments for 30 days after the hearing. 

Robert Blanchard, the tribe’s chairman, says he’s working to protect the tribe’s resources and way of life by bringing the challenge. 

“Ultimately, we are protecting our resources. We’re downstream from this project. If it were to go in, were to happen, there’s a lot at stake just with how this will affect our waters,” he says. “We have one of the biggest wild rice areas on the Great Lakes. We have a lot of medicines that I and members of my community collect that have been around for hundreds of years, and we have hunting and fishing rights that will be affected. You know, if we can’t use those because of what’s happening upstream, then that will affect our way of life.” 

Juli Kellner, a spokesperson for Enbridge, says the hearings this week are an important step for completing the project, which she adds won’t affect water quality. 

“Extensive and thorough analysis by leading, third-party experts has confirmed that construction impacts will be temporary and isolated, have no measurable impact on water quality, and will not violate the Bad River Band’s water quality standards,” Kellner says. “The project will have environmental protections and restoration plans in place, as approved by state regulators. State permits were issued last fall. We’re confident the Corps is close to completing its process which has included more than five years of public input, expert studies, and rigorous review. In fact, this is one of the most studied projects in Wisconsin’s history.” 

Under the Clean Water Act, if the Corps finds that the project will adversely affect a downstream jurisdiction’s water quality and there are no conditions that can be put on the permit to ensure water quality standards aren’t violated, the permit cannot be granted, according to the tribe’s attorney, Stefanie Tsosie. 

“We are presenting evidence to the Army Corps that the band’s water quality standards will be affected, and there are no conditions that they can put on the project permit such that they can issue it,” she says. “So, I think our hope here is one, to show how much the project is going to impact the advanced water quality, but then two, urge the Corps to not issue the section 404 permit eventually.” 

But the hearing is taking place as the Trump administration has worked to encourage more extraction of natural resources, boost the oil industry and go easier on polluters. Last week, the climate-focused news outlet Grist reported that under Trump, the EPA has practically stopped enforcing the country’s environmental laws. 

Tsosie says all the tribe can work with is what the law says. 

“Well, the standard in the Clean Water Act is pretty clear,” she says. “And that’s statute, so that’s what we’re going with.” 

Blanchard says he can’t forecast what the Corps is going to do, but he can just make his best case that granting the permit will be harmful to everyone who lives downstream. 

“I wish I had that crystal ball to be able to forecast that, but I don’t, so what we’re going to do tomorrow is do our very best to convince them that this is the way it should be,” he says. “We need to look after our Mother Earth, to pay attention to what we’re doing, what’s happening to it, and like I said before, it’s going to affect not just our way of life and not just those that live in the region, not just us as Anishinaabe people, but everybody.” 

If the Corps grants the permit, that decision could still be challenged in court.

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Sometimes your car just breaks. Other times, it breaks, sits for two months, gets stolen, wrecked, and leaves you holding the bag. This is the story of how one Hyundai Ioniq 5 owner’s unlucky repair turned into a cautionary tale about EV parts, dealership security, and what happens when everything goes wrong at once.

On March 16, nearly two months ago, Massachusetts resident Ethan Blount’s Hyundai Ioniq 5 abruptly stopped working. The culprit was the ICCU, a part already known for causing problems in the Ioniq 5 lineup. It failed, leaving Blount stranded, and he had the car towed to his local dealership.

More: Huge Study Shows EVs More Reliable Than ICE Cars With One Surprising Common Issue

At the time, he had no idea it would be the last time he’d see the vehicle in one piece. On May 2, the car was stolen from the dealership. When police eventually located it and gave chase, the situation ended with the Hyundai totaled and Blount left underwater.

A Part With a Pattern of Failure

But let’s rewind. The ICCU (Integrated Charging Control Unit) plays a central role in the Ioniq 5’s electrical system. It manages the bi-directional charging between the 12V battery and the main high-voltage battery, which is responsible for powering essential systems, external devices, and even other EVs.

When it fails, the result is a completely immobilized vehicle. Dozens of Ioniq 5 owners have reported similar failures. In Blount’s case, the delay in repair came down to a parts shortage, with replacements on back order. So his EV sat, unusable and unguarded, for almost two months.

He tells The Autopian that he knew about the ICCU and suspected it immediately when he heard a loud pop. “I got only a mile or so before power started dropping precipitously, and pulled off the main road just in time. I contacted Hyundai and they dispatched a tow truck, taking my car to the nearest dealer,” says Ethan.

A Strange Notification, Then Silence

Then, on May 1, he received a notification via his Hyundai mobile app that the car was left on and idling. Good news, he thought, since it couldn’t do that without being fixed. The next day, everything fell apart. The dealer called and confirmed that the car was fixed but, strangely, they couldn’t find it.

Ethan whipped out his phone and tracked the car. It was in Boston, nowhere near the dealership. He called the police who tried to move in and secure the car, but clearly that didn’t work. The occupants sped off in it, ultimately lost control a short time later, hit a fire hydrant, and then smashed into a church. The impact was such that the Ioniq 5 was seriously damaged. The airbags all deployed, and the front is completely smashed in.

More: Kia EV6 Owner Fed Up After Multiple 12V Battery Failures

Boston police arrested three people at the scene, but they’ve left Blount in a tough spot. “Due to the rapid depreciation of the car I’m worried about what I will be offered by my insurance company since they declared it totaled today,” he said. “I fear I could end up still owing money and not even owning a car.”

In a positive turn though, Hyundai reached out to him two days ago, promising to help. Perhaps this entire saga will end up with the happy ending Blount clearly wants.

Credit: Ethan Blount

Trump administration cuts are reducing safe drinking water protections in the Great Lakes region, along with science that aids navigation and fishing. Sea caves line some of the Apostle Island shores on Lake Superior. (Photo by Erik Gunn/Wisconsin Examiner)

This story is republished from ProPublica

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Electric vehicle sales in Australia are shifting fast, and the usual frontrunners are no longer guaranteed a spot at the top. As more buyers look beyond the legacy names, newer players are gaining ground, especially those with sharper price tags and more features for the money.

In 2023 and 2024, the Tesla Model Y was comfortably the best-selling EV in Australia. However, new options from Chinese and Korean brands have led to a massive slump in local sales of the Model Y, so much so that in April, it was only the 8th best-selling EV in the country. Evidently, it’s not just in Europe where Elon Musk’s company is falling out of favor.

Read: Tesla Couldn’t Even Sell Its Model Y Launch Editions As Hundreds Are Sitting Unsold

Storming in as the best-selling EV by far in Australia last month was the BYD Sealion 7, according to a report from Carsguide. It is the latest addition to BYD’s Ocean series of models and undercuts the Model Y on price, starting at AU$54,990 (~$35,400) and topping out at AU$63,990 (~$41,200), compared to the new Tesla that starts at AU$63,400 (~$40,800) and AU$73,400 (~$47,200) for the flagship version. Last month, 734 Sealion 7s were sold across the country.

Next up is the MG 4. While it’s been around for a couple of years now, the electric hatchback remains popular with 363 units sold in April. This positioned it just ahead of the BYD Atto 3, with 355 sold. Kia’s newly-launched EV5 and EV3 have also been well-received by local shoppers, with sales of 342 and 336, respectively. The BYD Seal then shifted 325 units while the new Geely EX5 sold 325 examples.

Then there’s the Tesla Model Y. A total of 280 were sold last month, positioning it slightly ahead of the Tesla Model 3 with 220 sales. Rounding out the top 10 was the BYD Dolphin with 216 examples finding new homes.

Now, before you start thinking recent sales represent the imminent collapse of Tesla, it’s worth noting that throughout April in Australia, Tesla was selling a mix of the outgoing Model Y and the brand new version. As we can see from the official page, Tesla still has a healthy inventory of the old crossover.

Many shoppers are likely holding off on placing an order until the new Model Y lands in earnest, which will happen over the next couple of months. Nevertheless, April’s results will likely have some local Tesla executives a little worried.

BEST SELLING VEHICLES AUSTRALIA

Wider Market Trends

Australia’s total new car sales declined in April. A total of 90,614 new vehicles were sold across the country last month, representing a decline of 6.8% compared to the same month in 2024 and quite a dramatic fall from the 108,606 new cars sold in March.

EV SALES AUSTRALIA

Back in April, Renault gave us a bit of a price shocker when they announced that their widebody, all-electric R5 Turbo 3E, a tribute to the iconic 5 Turbo, would set buyers back an astonishing €155,000 (a little over $175,000 at current exchange rates). Naturally, many scoffed at the idea of an electric hot hatch costing more than a new Porsche 911 GTS, but as it turns out, demand for the car is, well, shockingly strong.

Read: Renault 5 Turbo 3E Is An Electric Hyper Hatch With Over 500 HP

At their recent Annual General Meeting in France, Renault shared some interesting news: within just one week of the R5 Turbo 3E’s launch, they had secured an impressive 850 orders for the 1,980 units they plan to produce worldwide. What makes this even more noteworthy is that these allocations aren’t as simple as a quick call to your local Renault dealer. Securing one of these hyper hatches is a bit more complicated – and a lot more costly than you might think.

A Hefty Deposit for a Hefty Price Tag

To get in line for the R5 Turbo 3E, prospective buyers need to fork over a non-refundable deposit of €45,000 (around $51,000). This means Renault has already pocketed a cool €38.25 million ($43.2 million) in deposits. The company has confirmed that these funds will help complete the development of the hot new EV, so it’s not just the customers who are investing in this electric dream.

Just a few days after Renault first announced that order books for the car would open, company boss Fabrice Cambolive took to LinkedIn to confirm that 500 customer reservations had already been placed alongside an additional 200 from its dealers. Evidently, there are more people out there willing to spend an extraordinary amount of money on an exciting Renault.

Impressive Specs for a Pricey Package

The R5 Turbo 3E is based around a carbon fiber monocoque with two in-wheel motors out back. Together, they churn out a combined 540 horsepower, propelling the sub-compact car to 62 mph (100 km/h) in just 3.5 seconds.

Under the hood, the 70 kWh battery pack and 800-volt electrical architecture should give the car a range of over 250 miles (400 km). And, if you’re in a hurry, a quick 15-minute charge can take the battery from 15% to 80%. So, while it may cost an arm and a leg, at least you’ll be getting some serious performance in return.

Nissan has several projects in the pipeline right now, and one of the more interesting ones is the fully electric Micra. A camouflaged prototype of the small hatchback was spotted testing ahead of its European market launch in 2026. The Micra will be manufactured by Renault, sharing its underpinnings with the upcoming R5 E-Tech.

More: Renault 5 Turbo 3E Is A 535-HP Supercar Disguised As A Hot Hatch

While we’ve seen glimpses of the new Micra’s exterior design in official teasers over the past few years, the spy shots are our first real look at the model. The proportions, roof structure, and overall greenhouse seem to mirror the Renault version, but the bodywork has been completely reworked.

Design Influences and Unique Features

The round headlights of the Nissan Micra are similar to those on the Mini Cooper, which also has an electric variant. However, Nissan has thankfully put its own spin on things like body-colored inserts and a grille-less front end. The bumper features a single cooling intake, and it looks like the black accents from the teaser images are actually fully blocked off.

Other interesting design touches include the round LED taillights, hidden rear door handles, and futuristic four-spoke alloy wheels. The sub-4m long, five-door hatchback will also feature glossy black cladding around the wheel arches, keeping in line with the current trends in automotive design.

Powertrain and Battery

Baldauf

The Nissan Micra will ride on the AmpR Small platform, already used by the Renault 5 E-Tech and the Alpine A290 hot hatch. It’s expected to offer a choice between 40 kWh and 52 kWh battery packs, with the larger pack providing a range of over 400 km (250 miles).

More: Mitsubishi’s American EV Will Be A Nissan In Disguise

In terms of power, the Micra could mirror the Renault 5’s options, with a single electric motor producing 94 hp (70 kW / 95 PS), 121 hp (90 kW / 122 PS), or 148 hp (110 kW / 150 PS). A future performance version of the Micra, partly inspired by the extreme Nissan Concept 20-23, might even borrow the 217 hp (160 kW / 220 PS) motor from the Alpine, though Nissan’s financial situation might put a damper on that idea, as a low-volume hot hatch would require a substantial investment.

Pricing and Availability

Given the Renault 5 E-Tech’s pricing, we can expect the electric Nissan Micra to start at around €25,000 (about $28,200 at current exchange rates) when it launches in Europe next year. Beyond the Micra, Nissan has more electric offerings in the pipeline for Europe, including a zero-emission version of the Juke and a new-generation Leaf crossover. There are also reports that the company is developing an even smaller and more affordable urban EV, based on the upcoming Renault Twingo E-Tech.

Nissan

Battery degradation is a serious concern and one that can cost owners dearly. While pricing varies by model and capacity, a new battery pack can cost tens of thousands of dollars. That’s what makes Lee Young-Heum’s Hyundai Ioniq 5 so interesting. He worked as a traveling salesman and racked up some serious mileage. In 2 years and 9 months, he’d traveled 360,395 miles (580,000 km) in the EV.

More: Hyundai Ioniq 5 Owner Hits 414,000 Miles, Gets Free Battery Swap After 360,000 Miles

This caught the attention of the Hyundai-Kia Research Institute, which wanted to examine how the battery and powertrain were holding up. While Lee reportedly didn’t have any problems, the company replaced his battery and motor free of charge, so they could look at the used components.

This examination revealed that after traveling such a massive distance – more than what separates the earth from the moon – the battery’s state of health was 87.7%. That’s an impressive number, especially when you consider that Lee used rapid charging, which is “known to put a huge burden on electric vehicle batteries.”

As Hyundai’s Yoon Dal-Young explained, “When developing a battery, we need to create a prediction model for durability performance and check whether this model matches actual usage results. That’s why we have actually checked the batteries of customer vehicles with high cumulative mileage.” The automaker typically uses taxis for these examinations, but Lee’s car had the highest mileage they had seen on an Ioniq 5.

Maintenance And Fuel Savings Are Huge

Lee said that when he drove a vehicle with an internal combustion engine, he’d get the oil changed every 15 days due to driving so much. Despite this regular maintenance, he had to replace engine and powertrain components “continuously.”

He says that’s not the case with the Ioniq 5 as he’s only had to replace “the most basic consumables.” The automaker noted at 410,105 miles (660,000 km), he would have had to have 66 oil changes, 8 spark plug replacements, 13 brake fluid changes, and 11 transmission oil changes on a Tucson. That’s on top of wear and tear.

Hyundai estimates this maintenance would cost $8,612 to $9,330 (₩12 to ₩13 million). The estimated price tag for the Ioniq 5 is significantly less at $1,076 (₩1.5 million).

Lee also saved a boatload in refueling costs as Hyundai estimated a turbocharged 1.6-liter Tucson would have required around $57,412 (₩80 million) worth of fuel. That stands in stark contrast to an estimated charging cost of around $35,882 (₩50 million). We’ll do the math for you and note that’s a savings of $21,530 (₩30 million).

Besides saving a ton of money, the Ioniq 5 was largely trouble free. However, after 403,891 miles (650,000 km) the car stopped slow charging. This was reportedly because the on board charger had reached the end of its lifespan and “died a ‘natural death.’”

The car still appears to be going strong and has over 416,940 miles (671,000 km) on the odometer. However, it’s getting a much-needed break as Lee recently switched jobs and will now be driving less.

Protesters gather outside the Federal Building in Milwaukee to denounce the arrest of Circuit Court Judge Hannah Dugan on Friday, April 25. Groups that took part in the demonstration say Dugan's arrest has given new gravity to this year's protests planned for May Day in support of immigrants and workers. (Photo by Isiah Holmes/Wisconsin Examiner)

Leaders of the Fair Immigration Reform Movement (FIRM), a national network of immigration reform activists, held a virtual press conference Wednesday, ahead of a nationwide day of action on May 1. Although May Day demonstrations are held annually, this year the protests carry a new gravity. Leaders of organizations including FAIR, composed of 38 immigrant-led groups across 32 states, drew attention to the arrest of Milwaukee County Circuit Court Judge Hannah Dugan, and growing concerns about the Trump Administration targeting immigrant communities. 

Christine Neumann-Ortiz, executive director of the Wisconsin-based Voces de la Frontera, said momentum to resist Trump’s  policies has grown after the April 1 Wisconsin Supreme Court election. “It was a resounding defeat at the voting booth for Trump’s endorsed candidate for our state Supreme Court race, and a resounding rejection of Elon Musk’s blatant efforts to buy our election,” Neumann-Ortiz said during the Wednesday press conference.

After the election, Wisconsinites mobilized to participate in mass protests against Trump and Musk’s firing of federal workers and canceling of federal programs. United, mass actions, Neumann-Ortiz said, will be crucial in the days ahead. The May Day protest, she said, “really represents the next iteration in this warring resistance to Trump’s efforts to impose dictatorship in this country, and to really challenge the scapegoating of immigrants and refugees for social inequality [while]  he is contributing to significantly widening that gap.” 

May Day also will be an important platform to build alliances between working-class people, she said. Neumann-Ortiz said communities in Wisconsin had recently experienced “an operation that was being conducted by the FBI and Department of Homeland Security investigators under so-called ‘wellness checks’ of unaccompanied [immigrant] minors and their sponsors’ homes.” 

Voces de la Fronterea learned of the operation through a 24/7 immigration emergency hotline the group operates. Neumann-Ortiz told Wisconsin Examiner that Voces de la Frontera is aware of such cases in Milwaukee, Whitewater, and Waukesha. The group had received a call involving an 8th grade student who was home alone when several armed agents arrived, allegedly saying they didn’t need a judicial warrant to enter. 

“So again, it was just these manipulative tactics,” Neumann-Ortiz told Wisconsin Examiner. After Voces de la Frontera was contacted, the group sent an immediate community response to assess what was going on. “What we uncovered is that basically this was an operation that’s being conducted to check in on unaccompanied minors who had come through and had a sponsor like, in this case, a family member. But again, this is not the role of the FBI. Their job is to target organized crime, or trafficking, things like that. They do not…This is not how any kind of wellness check is conducted. This is not the body…the agency that would do that.” 

Neumann-Ortiz said that Voces members insisted that if agents wanted to interview the minor, they should go to an attorney’s office to do the interview. “We do feel that this is, I would say, highly suspect in terms of what could unfold.”

Wisconsin Examiner reached out to the Immigration and Customs Enforcement (ICE) and Federal Bureau of Investigation (FBI) offices in Milwaukee regarding the “wellness checks.” A FBI spokesperson said in an emailed statement that, “The FBI is assisting our partners including, Homeland Security Investigations and Office of Refugee Resettlement, with a nationwide effort to conduct welfare checks on thousands of unaccompanied children who have been identified as crossing the border without a parent or legal guardian. Sadly, children crossing the border alone and living in the U.S. without the protection of a loving parent or guardian can be vulnerable to exploitation, trafficking, and violence. Protecting children is a critical mission for the FBI and we will continue to work with our federal, state, and local partners to secure their safety and well-being.”

An ICE spokesperson said in an email the agency is “familiar” with the Wisconsin Examiner’s inquiry, and said to contact the Department of Homeland Security. In response to Wisconsin Examiner’s inquiry, Assistant Secretary Tricia McLaughlin said in an emailed statement, “The previous administration allowed many of these children who came across the border unaccompanied to be placed with sponsors who were actually smugglers and sex traffickers.” 

McLaughlin added, “DHS is leading efforts to conduct welfare checks on these children to ensure that they are safe and not being exploited. Unlike the previous administration, President Trump and Secretary Noem take the responsibility to protect children seriously and will continue to work with federal law enforcement to reunite children with their families. In less than 100 days, Secretary Noem and Secretary Kennedy have already reunited over 5,000 unaccompanied children with a relative or safe guardian.”

Since late March, at least three people have been arrested by ICE agents as they appeared at the Milwaukee County Courthouse for routine proceedings. The most recent arrest also resulted in an FBI investigation being launched against Judge Dugan, who federal agencies accuse of obstructing their effort to arrest a man who was appearing before her. The arrest drew thousands of people into the streets to support Dugan. On Saturday, April 26, over 1,200 people gathered outside the Milwaukee FBI office, decrying Dugan’s arrest as authoritarian, fascist, and inconsistent with American values. 

On the press conference call Wednesday, Neumann-Ortiz was joined by leaders of FIRM-member organizations from across the country. May Day protests are expected in states across the country. David Chiles, interim executive director of Sunflower Community Action in Kansas said Trump’s policies are “a race to the bottom” and “a war on wages, on benefits, on dignity itself.” Chiles said that on Thursday, “we’re fighting back.” Cathryn Jackson, public policy director of CASA, who will march with groups toward the White House, said, “Immigrants and allies are rising up to say ‘enough is enough.’  May 1, international day of action, we are joining hundreds of marches, rallies, walk-outs, demonstrations with one very clear unified message” — One struggle, one fight, workers unite.

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Even in a world increasingly obsessed with electric SUVs and software subscriptions, some carmakers still care about how a vehicle feels to drive. Mazda has confirmed that the next-generation MX-5 roadster will stick with the lightweight philosophy that made the current car so iconic, and it will be powered by a 2.5-liter naturally aspirated four-cylinder. But a recent patent filing suggests the company is already thinking ahead to an electric future, possibly one that still wears the MX-5 badge.

Read: Mazda’s Next Miata Hides A Big Surprise Under The Hood

This patent was filed with the US Patent and Trademark Office in October of last year and surfaced publicly in April. It includes diagrams of a compact, two-door sports car that looks very similar to today’s MX-5, but with an electric powertrain designed specifically to preserve the car’s famously nimble handling.

A New Approach to EV Packaging

Most electric vehicles rely on a skateboard-style platform, placing a large battery pack flat under the floor. That’s perfectly fine for a sedan or SUV, but it’s less ideal for a sports car, especially one where you want to sit low and feel connected to the road. Mazda’s proposed workaround is to stack the battery cells vertically in a column running through what would traditionally be the transmission tunnel, according to Motor1.

In the patent, Mazda explains that this layout places the center of gravity closer to the vehicle’s midpoint, helping to reduce yaw moment of inertia. This translates to better agility and more balanced handling. The design could also include additional battery modules behind the seats, along with a smaller pack positioned in front of the passenger. Rimac’s Nevera uses a similar configuration, placing cells both in the tunnel and behind the seats, though with more extreme performance goals in mind.

Centering the Mass, Preserving the Feel

Just as interesting as the position of the batteries in this potential new electric sports car from Mazda is the motor. Rather than the rear motor being mounted between the rear wheels, it would also be positioned in the center tunnel, transmitting power through a differential to the rear. This would also help to concentrate most weight in the center of the car.

As always, the fact that Mazda has applied to patent this system doesn’t mean it will reach production, let alone in the near future. However, if the MX-5 does eventually morph into an EV, it’s good to know it will continue to prioritize sports handling and fun-to-drive dynamics.

In the village of Noatak in Alaska’s Northwest Arctic region, Pregnancy Risk Assessment Monitoring System (PRAMS) data showed the community had lower breastfeeding initiation and six-week breastfeeding rates than the statewide average. This data supported funding to offer culturally-adapted peer breastfeeding services in the region. (Courtesy of Laura Norton-Cruz)

In the remote villages of Alaska where social worker Laura Norton-Cruz works to improve maternal and infant health, there are no hospitals.

Pregnant patients, almost all of whom are Alaska Native, often fly on small 10-seat planes to the region’s larger hub community of Kotzebue. While some give birth there, many more then take a jet out of the Northwest Arctic region to Anchorage, the state’s largest city. By the time they fly back to Kotzebue for their six-week checkup, a high percentage have stopped breastfeeding because of a lack of ongoing supports. 

Norton-Cruz knows that because of data collected by Alaska’s Pregnancy Risk Assessment Monitoring System (PRAMS)— a grantee of the U.S. Centers for Disease Control and Prevention’s PRAMS program, started in 1987 in an effort to reduce infant morbidity and mortality.

But earlier this month, the Trump administration cut the federal program, its 17-member team and more workers in the Division of Reproductive Health as part of sweeping layoffs within the U.S. Department of Health and Human Services.

Rita Hamad, associate professor at Harvard School of Public Health, said PRAMS helps researchers understand what kinds of state policies are improving or harming child health.

“I can’t overemphasize what an important dataset this is and how unique it is to really show national trends and help us try to understand how to optimize the health of moms and young kids,” Hamad said.

PRAMS does not ask abortion-related questions, but some anti-abortion groups still try to make a connection.

“The cuts seem appropriate given all the bias in choosing topics and analyzing data, but if Pregnancy Risk Assessment Monitoring System wishes to justify their reporting, point to the study that has most helped women and their children, born and preborn, survive and thrive,’’ Kristi Hamrick, vice president of media and policy at Students for Life of America, told States Newsroom in an email.

Over the past two years, Norton-Cruz used Alaska’s PRAMS data to identify low breastfeeding rates in the region, connect with people in the villages and interview them about what would help them continue to breastfeed. What they wanted, she said, was a peer in the community who understood the culture — so that’s what she’s been working to set up through federal programs and funding that is now uncertain.

Norton-Cruz also uses responses from PRAMS surveys to identify risk factors and interventions that can help prevent domestic and sexual violence and childhood trauma, particularly in rural communities, where the rates of domestic violence and maternal death are high.

“PRAMS data not being available, I believe, is going to kill mothers and babies,” she said. “And it’s going to result in worse health for infants.”

New York City grant is renewed, but data collection is paused

Individual states collect and report their own data, and the CDC team was responsible for aggregating it into one national picture. Some localities, such as New York City, maintain a full dashboard of data that can be explored by year and survey question. The most recent fully published data is from 2022 and shows responses by region, marital status, Medicaid status and more.

For instance, 2022 data showed women on Medicaid experienced depressive symptoms at a higher rate after giving birth than those not on Medicaid. It also showed that a much higher percentage of women not on Medicaid reported putting their babies on their backs to sleep, the recommended method for safe sleep — 63% of women on Medicaid reported following that method, versus 85% not on Medicaid.

Hamad said PRAMS is the only national survey dataset dedicated to pregnancy and the postpartum period. Her team has studied the outcomes of the Women, Infants, and Children food assistance program, and how state paid family leave policies have affected rates of postpartum depression.

“This survey has been going on for decades and recruits people from almost all states,’’ she said. “There’s really no other dataset that we can use to look at the effects of state and federal policies on infant health and postpartum women.”

Under Secretary Robert F. Kennedy Jr., Health and Human Services laid off about 10,000 employees as part of a restructuring effort in early April. The overhaul is part of the “Make America Healthy Again” initiative, and the agency said it focused cuts on redundant or unnecessary administrative positions. It rescinded some of the firings in the weeks since, with Kennedy telling reporters that some were “mistakes.” It’s unclear if any of those hired back were PRAMS employees.

The cuts, Hamad said, also run counter to the administration’s stated goals of wanting to protect women, children and families.

“The government needs this data to accomplish what it says it wants to do, and it’s not going to be able to do that now,” she said.

The funding for local PRAMS programs seems to be unaffected for now. Spokespersons for health department teams in Alaska, New Mexico, Oklahoma and Kansas told States Newsroom they have not had any layoffs or changes to their grants, but the funding for this fiscal year ends on April 30. Forty-six states, along with D.C., New York City and two U.S. territories, participate in the program. According to the CDC, those jurisdictions represent 81% of all live births in the United States.

New York State Department of Health spokesperson Danielle De Souza told States Newsroom in an email their program has received another year of funding that begins May 1 and supports one full-time and two part-time staffers. But without the assistance of the national CDC team to compile, clean, and prepare the data, maintain the data collection platform and establish standards, De Souza said their state-level operations are on pause.

“We remain hopeful that the data collection platform will be fully reactivated, and that CDC coordination of PRAMS will resume,” De Souza said. “The department is assessing the challenges and feasibility of continuing operations if that does not occur.”

Hamad said some states might be willing to allocate state dollars to the programs to keep them running, but the states that have some of the worst maternal and infant health outcomes — such as Arkansas, Mississippi and Alabama — are the least likely to have the political will to do that. And it would still make the data less robust and valuable than it was before.

“If one state is asking about how often you breastfed in the last week, and another one is asking about the last month, then we won’t have comparable data across states,” she said.

Project 2025, anti-abortion groups have criticized CDC data collection

Jacqueline Wolf, professor emeritus of social medicine at Ohio University, has studied the history of breastfeeding and childbirth practices and said the rates of maternal and infant death were high in the late 19th and early 20th centuries. For every breastfed baby, 15 raw milk-fed babies died. Wolf said 13% of babies didn’t live to their 1st birthday, and more than half were dying from diarrhea.

To help determine what was causing those deaths and prevent it, public health specialists created detailed forms and collected information from families about a mother’s age, the parents’ occupations, race, income level, household conditions, and how the babies were fed.

Researchers at that time were able to determine that babies who weren’t breastfed were getting sick from unpasteurized milk and tainted water supply, and more than half were dying from diarrhea. Through public health reforms, like requiring cow’s milk to be pasteurized, sold in individual sterile bottles and kept cold during shipping, infant death rates dropped, Wolf said.

Health officials also increased education campaigns around the issue. Today, PRAMS uses survey data the same way.

“These were detectives,” Wolf said. “That’s what public health really is, detective work, which is why this data is so important.”

Project 2025, the blueprint document of directives for the next Republican presidential administration crafted by conservative group Heritage Foundation in 2024 and closely followed by President Donald Trump and his cabinet, details plans for the CDC’s data collection efforts. Page 453 of the 900-page document, written by Heritage Foundation executive Roger Severino says it’s proper for the CDC to collect and publish data related to disease and injury, but the agency should not make public health recommendations and policies based on that data because it is “an inescapably political function.”

The agency should be separated into two, Severino wrote, with one agency responsible for public health with a “severely confined ability to make policy recommendations.”

“The CDC can and should make assessments as to the health costs and benefits of health interventions, but it has limited to no capacity to measure the social costs or benefits they may entail,” the document says.

On page 455, Severino says the CDC should also eliminate programs and projects that “do not respect human life” and undermine family formation. It does not name PRAMS as a program that does this, but says the agency should ensure it is not promoting abortion as health care.

Hamrick, of Students for Life of America, told States Newsroom in an email that because there is no national abortion reporting act that tracks outcomes for women who end a pregnancy, assumptions in current reports “taint the outcomes.” Hamrick said the CDC has done a poor job of getting a complete picture of pregnancy risks, including the risk of preterm birth after having an abortion.

“Taxpayers don’t have money to waste on purely political messaging,” Hamrick said.

Without data, researcher worries policy recommendations will be easier to dismiss

If researchers like Laura Norton-Cruz don’t have PRAMS data moving forward, she said they will be operating in the dark in many ways, using anecdotal and clinical data that is not as reliable and accurate as the anonymous surveying. That can make it more difficult to push for funding and program changes from lawmakers as well.

“Moms need safe housing and domestic violence resources, moms need health care and breastfeeding support, and if we can’t show that, then they can justify not providing those things, knowing that those most affected by not having those things will be groups who are already marginalized,” Norton-Cruz said.

While HHS did not cite the administration’s ongoing efforts to remove any content from the federal government that acknowledges disparities in race or gender as its motivation for cutting the PRAMS team, researchers who spoke with States Newsroom think that could be the underlying reason. 

Wolf said race matters in data collection just as much as household economics or class, and it is just as relevant today as it was when PRAMS was established, as maternal death rates for Black women and other women of color are disproportionately high in a number of states. Those states are also often the poorest and have higher infant mortality rates.

Wolf recalled that during Trump’s first term in 2020, the first year of COVID, the administration ordered the CDC to stop publishing public data about the pandemic. She sees a parallel to today.

“I fear that is exactly what’s going on with PRAMS,” she said. “To pretend like you don’t have the data, so the problem doesn’t exist, is just about the worst response you can think of, because more and more mothers and babies are going to get hurt.”

States Newsroom state outlet reporters Anna Kaminski, Danielle Prokop and Emma Murphy contributed to this report.

WASHINGTON, D.C.—Growth Energy, the nation’s largest biofuel trade association, applauded the Trump administration’s decision to grant a summer waiver allowing uninterrupted sales of lower-cost E15, a fuel blend made with 15% ethanol that can be used in 96% of cars on the road today. Action on a nationwide waiver fulfills a key element of President Trump’s executive order directing the U.S. Environmental Protection Agency (EPA) to “consider issuing emergency fuel waivers to allow the year-round sale of E15 gasoline to meet any projected temporary shortfalls in the supply of gasoline across the Nation.”  

“We’re grateful to President Trump and EPA Administrator Zeldin for moving quickly to lift a needless barrier standing between the American people and lower-cost E15,” said Growth Energy CEO Emily Skor. “This outcome is also thanks to USDA Secretary Rollins’ support for year-round E15 and homegrown fuels, and the governors, senators, and representatives in both parties whose advocacy for American drivers and farmers helped make this happen.” 

“EPA’s decision is a step toward greater American energy dominance. This will put more American fuel in the marketplace, allow Americans to spend less of their hard earned money at the pump this summer, give fuel retailers the clarity and certainty they need and protect a critical market for American farmers,” Skor continued. “With a temporary waiver in place, our bipartisan champions in Congress and the White House can focus on passing permanent legislation that provides unrestricted access to E15 – all months, all states, all stations, and all fuel dispensers.” 

About E15  

E15 is a fuel blend made of gasoline and 15% bioethanol. The U.S. Environmental Protection Agency (EPA) has approved its use in all cars, trucks, and sport utility vehicles (SUVs) made in model year 2001 and newer—representing more than 96% of all vehicles on the road today. E15 can be found at over 4,100 gas stations in 33 states and is legal for sale in every state except California. Last summer, with access to E15, drivers saved 10 to 30 cents per gallon by filling up with this fuel option compared to regular, or E10. In some areas, E15 saved drivers as much as a dollar per gallon at the pump.  

Nationwide access to E15 would save consumers $20.6 billion in annual fuel costs, put an additional $36.3 billion in income into the pockets of American families, and generate $66.3 billion for the U.S. GDP. Learn more about E15 and the emergency waiver here.  

The post Growth Energy Celebrates EPA Waiver for Summer Sales of E15 appeared first on Growth Energy.

President Donald Trump‘s import tariffs that went into effect on April 2 have worldwide implications as they have disrupted most countries’ (including America’s) economies and almost all brands’ plans. The latest to be affected is Renault-owned Alpine, which was set to launch in the US market in 2027 – but now this plan has been put on hold.

Renault will most likely delay its sports car sub-brand introduction in the States as it awaits for the dust from Trump’s tariffs to settle. This is part of the French brand’s decision to put certain projects on ice to reduce costs so as to minimize an economic impact if the trade war between the US and the rest of the world slows down growth, CFO Duncan Minto explained.

More: Alpine’s New 911 Rival Is Hiding Under This Little Known French Racecar 

As Minto told Auto News, the delay is “perfectly normal” under the current circumstances. That’s despite the fact that expanding to the second-largest auto market in the world was key in CEO Luca de Meo’s intention to boost the sports car maker’s revenue to more than €8 billion ($9.1 billion) by 2030. This was, in itself, quite an ambitious goal since, last year, Alpine sold a mere 4,585 vehicles.

While the market for two-door sports cars like the Alpine 110 is shrinking, that of electric cars is expanding – and it so just happened that the brand last June introduced its first-ever EV, the A290 GT, at the 24 Hours of Le Mans. It is a Renault 5 E-Tech-based hot hatch with more aggressive styling cues and, in Performance trim, a single electric motor with 217 HP driving the front wheels that’s good enough for a 0-62 mph (0-100 km/h) sprint in 6.4 seconds and a 236-mile range. A less powerful version, simply badged the A290 GT, gets a lower 178 hp output and is one second slower to 62 mph.

This will be followed up by the A390 electric sports crossover that will be unveiled this year and should prove more popular with US buyers. By 2030, Alpine intends to launch five more EVs, so de Meo’s plan for the brand’s rapid increase does make sense. Or rather did, before Trump made good on his promise of an “America First” economic policy and implemented harsh tariffs on imports.

Everybody loves legroom, but Chinese customers demand it. As a result, automakers offer an assortment of long-wheelbase models in the country. Audi is no exception and they’ve taken the wraps off four new models at the Shanghai Auto Show. They include the A5L, A5L Sportback, Q5L, and A6L e-tron.

Audi A5L

The A5L comes from FAW Audi and it’s 3 inches (77 mm) longer than the standard model. The company didn’t go into many specifics, but said the car offers “far more interior space” as well as a more comfortable rear seat that has thicker padding as well as 28 degrees of recline. Customers will also find an 11.9-inch digital instrument cluster, a 14.5-inch infotainment system, and a standard 10.9-inch front passenger display.

Audi was coy on powertrain details, but said we can expect “ultra-modern combustion engines with 48-volt mild-hybrid technology.” They also noted the car rides on the Premium Platform Combustion and promises to provide “superior performance and high efficiency.”

Audi A5L Sportback

The A5L Sportback is built by SAIC Audi and measures 193 inches (4,903 mm) long. It appears to be largely identical to the A5L, but the company noted it has a nine-zone intelligent panoramic sunroof that can change from clear to opaque in a matter of milliseconds.

It’s joined by a 20-speaker Bang & Olufsen sound system, 12-way power massaging front seats, and an ambient lighting system. The liftback also provides up to 48 cubic feet (1,361 liters) of cargo space.

Power is provided by a hybridized 2.0-liter four-cylinder engine that produces 268 hp (200 kW / 272 PS) and 295 lb-ft (400 Nm) of torque. It’s paired to a seven-speed dual-clutch transmission and a standard all-wheel drive system, which enables the model to accelerate from 0-62 mph (0-100 km/h) in 6.4 seconds.

Audi A6L e-tron

The A6L e-tron comes from FAW Audi and features a wheelbase that has been stretched 5.2 inches (132 mm). This promises the “maximum of comfort and space, especially for the second row of seats.” Customers will also find an assortment of familiar displays as well as an intelligent panoramic sunroof.

The extended wheelbase allowed for the installation of a larger 107 kWh battery pack, which delivers up to 478 miles (770 km) of range. When the battery is low, a 270 kW fast charger can take it from 10-80% in around 20 minutes. Audi didn’t mention performance specs, but the car has an adaptive air suspension and a dual motor all-wheel drive system.

Audi Q5L

Last but not least is the Q5L. It’s 4.9 inches (125 mm) longer than the traditional crossover and this “significantly” increases interior space.

The company also said we can expect a 2.0-liter four-cylinder engine with mild-hybrid technology that delivers on the “promise made by the dynamic and powerful silhouette.”

If you’re a car enthusiast with a burning desire to own a piece of automotive history (and, let’s be honest, an ample bank account to match), Renault is about to offer you the opportunity to splurge. The company has just announced that the all-electric Renault 5 Turbo 3E will carry a price tag starting at €155,000 (about $177,000 at current exchange rates) or £135,000, with deliveries set to begin in 2027.

For those keeping track, that’s more than the price of a new Porsche 911 GTS ($169K) in America or two new BMW M2s (£68K) in the UK. In fact, for the price of this limited-edition hot hatch, you could buy a BMW M2 ($65K), a Hyundai Ioniq 5N ($66K), and a VW Golf GTI ($32K), totaling $163K in the US! And, because this is a limited-edition model, only 1,980 of these hyper hatchbacks will roll off the production line. So, if you’re planning to snatch one up, you better move fast, or prepare to pay even more.

A Throwback to the Turbo Legends

Renault lifted the lid on the new R5 Turbo 3E late last year after first previewing it as a concept in 2022. It’s been conceived as a modern-day interpretation of the legendary Renault 5 Turbo and Turbo 2. It looks absolutely brilliant and packs quite a punch, too, but interested shoppers had better be quick to secure an allocation, or they may end up paying even more.

Read: Renault 5 Turbo 3E Is An Electric Hyper Hatch With Over 500 HP

According to the French brand, the factory price of €155,000 (~$177,000) or £135,000 is limited to the first 500 units. That price also comes before any options, accessories, and personalization choices. What’s more, those who want to secure an allocation must hand over an eye-watering €45,000 (~$51,000) downpayment. Oh, and by the way, that amount is non-refundable, so you’d better be sure you really, really intend to buy it.

It seems Renault needs this money to finish the car. In a press release, Renault said that funds secured from downpayments from private customers, as well as any dealers securing an allocation, will “contribute to financing the development of Renault 5 Turbo 3E.”

Customization and Delivery Timeline

From early 2026, shoppers will be contacted by their selected dealer and can then customize their car. They’ll also be given a chance to meet with Renault designers to create a bespoke exterior and interior livery, should they wish.

Underpinning the 5 Turbo 3E is a bespoke carbon fiber monocoque chassis with two in-wheel electric motors at the rear. It delivers 540 hp and can hit 100 km/h (62 mph) in just 3.5 seconds. Providing the motors with juice is a 70 kWh battery pack. The electric uber-hatch an 800-volt architecture, allowing it to be charged from 15 to 80% in just 15 minutes. It sports a quoted range of over 250 miles (400 km).

A Few Rivals, Sort Of

The R5 Turbo 3E doesn’t have any direct competitors, but if we’re being real, the closest comparison might be the Hyundai Ioniq 5 N. Sure, it’s not limited edition, doesn’t have a carbon fiber chassis, and lacks the R5 Turbo’s legacy, but it does offer more power and costs about half as much.

But, for those who hold nostalgia in high regard (and we know you do), the Ioniq 5 N is missing something crucial: a bit of history and flair that the Renault 5 Turbo packs in spades.

Smart has introduced the #5 Brabus, ahead of its launch at the Shanghai Auto Show later this month. It’s a high-performance electric crossover that will be offered in several markets outside of North America.

Set to become Smart’s range-topper, the #5 Brabus follows in the footsteps of the regular model but adopts unique 21-inch monoblock wheels with a two-tone finish. We can also see red brake calipers, red accents, and a ton of Brabus badging.

More: Smart’s New #5 Compact SUV Isn’t Coming To The US And That’s A Mistake

The interior is high-tech and luxurious, as there’s a 10.3-inch digital instrument cluster and dual 13-inch displays. Drivers will also find an Alcantara-wrapped steering wheel with illuminated Brabus lettering.

Elsewhere, there are microfiber and Dinamica seats with red contrast stitching. They sport heating and ventilation up front as well as heating out back.

Rounding out the highlights are a panoramic glass roof, a microfiber headliner, and sporty pedals. Customers will also find red seat belts, a 256-color ambient lighting system, and a 20-speaker Sennheiser Signature audio system with more than 2,000 watts of power.

Smart didn’t release detailed specifications, but confirmed the crossover has a 100 kWh battery pack that feeds an all-wheel drive system with a combined 637 hp (475 kW / 646 PS). This enables the hot Smart to rocket from 0-62 mph (0-100 km/h) in 3.8 seconds and claim a WLTP range of 336 miles (540 km). That’s faster than a BMW M3, and there’s even a Brabus mode featuring simulated engine sounds to “further enhance the driving experience.”

When the battery is low, customers can take advantage of the crossover’s 400 kW DC fast charging capability. It enables the battery to go from a 10% to 80% charge in as little as 18 minutes.

The Smart #5 Brabus will go up for order in Germany on April 24, and pricing starts at €60,900 ($66,850). UK orders are slated to begin in the fourth quarter, although there’s no word on pricing there yet.

Depreciation comes with the territory when it comes to EVs and luxury German cars—everyone knows that. Still, even seasoned car watchers might do a double take at how quickly some of these high-end electrics shed value. Take this 2024 BMW i5 eDrive40, for example. It’s already lost a staggering $31,445, despite having just 714 miles (1,149 km) on the clock. We’re talking about a car that’s barely broken in.

The i5 was recently auctioned off on Cars & Bids where it traded hands for $46,250. That’s an absolute steal for an all-electric German sedan of this quality and way less than the original price tag of $77,695. While we feel a little bad for the original owner, the winning bidder seems to have gotten an excellent deal. However, it’s certainly possible that it’ll continue to depreciate at a rapid rate.

Read: BMW’s Recalls Just Recalled Themselves Because The Brakes Still Don’t Work

This version of the i5 is the eDrive40, the base model in BMW’s electric 5-Series lineup. It’s equipped with an 81 kWh battery that powers a single electric motor, delivering 335 horsepower and 317 lb-ft of torque. According to BMW, that setup should get you around 295 miles of range on a full charge when paired with the optional 20-inch wheels, as seen here. Despite its entry-level status, the eDrive40 still does 0–60 mph in a very respectable 5.7 seconds. And that’s without a rollout for our Tesla readers.

Packed With Options

This particular i5 isn’t just a barebones base model either. The window sticker reveals that this car is fitted with the M Sport Package, M Sport Package Pro, and Premium Package, which add features like a heated steering wheel, interior camera, LED cornering lights, and a head-up display. It also has the Driving Assistance Pro Package and Connected Package Pro, adding real-time traffic updates, BMW remote services, and on-street parking information.

An EV Bargain?

As the car has barely been driven at just over 700 miles, it’s in excellent shape. The only visible flaws are a few minor scratches on the trunk lid—easily fixable with a bit of buffing. Otherwise, it’s practically new.

Aesthetics are subjective, but let’s just say we’re not in love with the styling of the current i5 or its gas-powered 5-Series siblings. Still, that might be easier to overlook when the price is slashed by over 40 percent. So here’s the real question: would you spend $46,000 like this buyer on an almost-new electric BMW with all the bells and whistles, even if it might keep shedding value?

Cars & Bids

If there’s one automaker that’s decided to go all-in on electric vehicles—and do it quickly—it’s Kia. Few legacy brands have cranked out as many notable EVs in such short order, and Kia’s made it clear they’re not just dabbling. The company’s goal is to sell 1.6 million EVs per year by 2030, and depending on your location, there’s already a variety of sleek, electrified options to choose from.

The EV6 was the first of a new generation of electric vehicles from Kia and quickly proved itself to be a solid Tesla rival. It’s since followed it up with the larger seven-seat EV9, and, more recently, the smaller EV3 and EV5. Of that bunch, the EV5 may turn out to be the most important.

Why? Because while the EV6 is a solid product, it doesn’t follow the traditional SUV formula—it has a more coupe-like styling that puts it somewhere between a crossover and a hatchback. That’s where the EV5 comes in. It’s a more conventionally shaped, all-electric compact SUV, and it undercuts the best-selling Tesla Model Y on price in many markets. To find out how it performs day to day, we spent a week living with the entry-level EV5 Air Standard Range model.

QUICK FACTS

Photos Brad Anderson/Carscoops

Bargain Price

Perhaps the most important thing about the new EV5 is its price. For many years, legacy brands couldn’t compete with Tesla on that front. Then, new competitors from China started to undercut Tesla’s offerings. The EV5 has done the same thing.

In Australia, prices for the EV5 start at AU$56,770 (~$33,500), including all on-road costs. That makes it significantly cheaper than the entry-level Model Y Rear-Wheel Drive, which carries a AU$64,347 (~$40,300) tag. This also means the EV5 is far cheaper than the EV6, which is priced from AU$78,564 (~$49,200). Indeed, even the flagship EV5 GT-Line, starting at AU$75,990 (~$43,600) is cheaper than the base EV6. It seems inevitable that the EV5 will poach sales from its sibling.

Unfortunately, though, Kia has no plans to sell the EV5 in the United States.

FWD And AWD Options

Three different powertrain configurations are available. The base model, which we tested, has an electric motor at the front axle, rated at 215 hp (160 kW) and 229 lb-ft (310 Nm) of torque. This motor receives its juice from a 64.2 kWh lithium-iron-phosphate battery and has a claimed WLTP driving range of 400 km (249 miles).

Review: 2025 Kia EV3 Makes Everything We Love About The EV9 More Affordable

To put that into perspective, the cheapest Model Y has a quoted range of 466 km (290 miles). However, Kia buyers who aren’t satisfied with 400 km (249 miles) of range can opt for the 2WD Long Range version, which retains the same 215 hp (160 kW) motor, but uses a large 88.1 kWh battery. This model boosts the range to 555 km (345 miles), and yet, at AU$63,990 (~$40,100), it’s still cheaper than the Tesla.

The EV5 is also sold in Earth AWD Long Range and GT-Line AWD Long Range versions. This models add a 94 hp (70 kW) and 125 lb-ft (170 Nm) motor to the rear axle, resulting in a combined 308 hp (230 kW) and 354 lb-ft (480 Nm). They have the same 88.1 kWh pack, but the range drops to 500 km (311 miles) for the Earth and 470 km (292 miles) for the GT-Line. On paper, then, the EV5 sounds like the perfect electric family SUV.

Photos Brad Anderson/Carscoops

Basic Interior, But Good Tech

Stepping into the EV5 for the first time, there’s no mistaking that this is a base model. But, for most, it will be more than adequate.

Sharp lines and edgy surfaces dominate the design of the cabin. This is most apparent with the dashboard itself, which is very striking. Unfortunately, almost the entire dash is made from hard black plastic, with not a square inch of soft-touch material in sight. It’s a similar story with the door panels. Other than the small arm rests and material near the door handles, the entire door is hard black plastic.

Fortunately, the seats feel a little more premium, neatly combining soft leather inserts and cloth accents. They’re soft, supple, and hugely supportive. Nice headrests, similar to those found in the EV9, are also featured.

Photos Brad Anderson/Carscoops

Several other parts have been borrowed from the EV9, including the four-spoke steering wheel and the same volume slider and physical switches for the fan speed and temperature control. All EV5 models also come standard with a panoramic display, combining a 12.3-inch digital gauge cluster and a 12.3-inch infotainment screen. There’s also a 5-inch screen for the climate control between those two 12-inch displays.

More: Check Out The New Kia EV5 From Every Angle As Global Exports Begin

The center console of the EV5 is one of its biggest talking points. Rather than installing a normal item, Kia has extended the material from the front passenger seat across the center of the cabin, making it look like there are three seats up front. There’s then a large armrest and some open storage compartments lower down in the console. It looks pretty cool but has no advantage over a normal console. In fact, it’s worse, as there’s no covered storage area. Not even the chunky armrest opens up to provide any storage.

Fortunately, space at the front is ample and both screens work well, while Wireless Apple CarPlay and Android Auto are supported. The second row also offers heaps of space. Unlike the EV6 which has a sedan-crossover body style limiting headroom, the EV5 stands much taller, benefiting rear passengers. It’s also a lot roomier than a Model Y. I’m 6’2” and I had roughly 2 inches of headroom and 4 inches of legroom in the back with the driver’s seat in my preferred position. That means the EV5 is plenty big enough for families. There are also individual air vents in the pillars and USB-C ports on the back of both front seats.

The positives don’t stop there. Much like Honda’s ‘Magic Seats,’ the backrests of the EV5’s rear seats are hinged to the bases, allowing them to be folded down perfectly flat. There’s plenty of carrying capacity at the rear, too, with a rated 513 liters (18.1 cubic-feet) of cargo capacity with the rear seats up.

Photos Brad Anderson/Carscoops

A Good Daily For The Family

As the EV5 represents a new era of affordable electric vehicles from Kia, it perhaps should come as no surprise that it doesn’t quite feel as polished as the EV6. Even still, it’s pretty good.

Compared to a Sportage, the EV5 rides noticeably firmer. It’s not uncommon for EVs to ride more harshly than their ICE rivals, and weighing in at 1,910 kg (4,210 lbs), the base EV6 is 402 kg (886 lbs) heavier than the entry-level Sportage. As a result, it can feel a little bumpy and unsettled across changing road surfaces.

Those who place an emphasis on driving experience should also be aware that the front-wheel drive EV5 has hot hatch levels of torque steer, even at 70% throttle. With 215 hp (160 kW) and 229 lb-ft (310 Nm), it’s not particularly powerful, but that grunt does tug at the wheel when accelerating in a straight line or while cornering. But, for most drivers, who will rarely ever press the throttle more than 50%, it’s a non-issue.

In wet conditions, the EV5 really struggles to put its power to the ground. Just look at the throttle the wrong way, and the traction control system will quickly cut power, trying to stick the tires to the pavement. Turn off the traction control and the EV5 will furiously spin up its inside front wheel while exiting corners, leaving a thick black line in your wake. The choice of tires is partly to blame for this. They are Nexen Roadian GTXs that simply aren’t up to the task.

Read: US Won’t Get The Kia EV5, But The K5 Might Stick Around For Longer

Overall, this is not an EV that wants to be driven in an aggressive manner. Instead, it responds much better to soft and smooth inputs and remains well-insulated from outside noise even at highway speeds. The steering is light and direct, and as with other EVs from Hyundai and Kia, the braking is excellent. In fact, it’s impossible to detect when the mechanical brakes take over from the regenerative ones.

The level of regen can be adjusted with the paddles behind the steering wheel, and there is a one-pedal driving mode that works brilliantly. From behind the wheel, the EV5 does feel quite big, even though it’s almost exactly the same size as a Sportage, but it remains easy to place on the road.

The EV5 needs roughly 8.5 seconds to hit 100 km/h (62 mph) in this guise, which feels more than adequate.

Unlike most other Hyundai and Kia EVs, the EV5 does not use the group’s E-GMP platform and instead, is underpinned by the cheaper N3 eK 400-volt system. This means it’s capped at 140 kW peak charging speeds, and thus needs 36 minutes to charge from 10-80%. During our time with the EV5, we averaged 17.6 kWh/100 km, and depending on how you drive, eking 249 miles (400 km) out of the battery is definitely achievable.

Photos Brad Anderson/Carscoops

Verdict

As a family SUV, the EV5 feels mostly well-resolved. In this base form, it does not have the same dynamic prowess as the EV6, nor even the much larger EV9 GT-Line, and there are areas of the cabin where it’s clear Kia has tried to save some money. However, at this price point, the EV5 doesn’t really have any compelling rivals that aren’t from China. Even the uninspired Toyota bZ4X is roughly AU$10,000 (~$6,200) more expensive.

We’ve yet to drive the new Model Y, but if the old model is anything to go by, I suspect the new one will ride better and be more enjoyable to drive than the EV5. However, the cabin of the Kia is far more expansive, and for most family buyers, that’ll be more important than having fun behind the wheel.

Photos Brad Anderson/Carscoops