The new Bentley will share its EV platform with the Porsche Cayenne Electric.
While key design elements remain hidden, the SUV will look similar to the EXP 15.
Driving the Barnato is expected to be a sizeable 113 kWh battery pack.
It seems luxury car buyers can’t get enough of the Bentley Bentayga, so the British brand is working on a second SUV for its range. Tipped to be dubbed the Barnato, the new model will be smaller than its older sibling but, more importantly, all-electric.
While it remains to be seen how much demand Bentley will see for the new model in markets like the US, where EV sales have stagnated, it will certainly appeal to those seeking the most serene and comfortable driving experience. The use of electric power will also help Bentley lower its overall fleet emissions.
Spied here doing the rounds at the Nurburgring for the very first time, this prototype is adorned with all of the same camouflage that we’ve seen on others. As such, key areas of the vehicle’s design remain hidden, though we can see the blacked-out lower grille.
Concept Looks
SHProshots
The headlights look to be temporary, although the upper LED strip is expected to be retained for the production model. It’s hard to say what the grille will look like, but we expect it to be body-colored and mostly used for decorative purposes, not for actually cooling the SUV. The grille could resemble that of last year’s EXP 15 concept.
Other important elements visible in this prototype include a large panoramic glass roof and a roofline sitting noticeably lower than the Bentayga.
Porsche Power
We know the Barnato uses the Premium Platform Electric (PPE) architecture, as do other VW Group models, including the Cayenne Electric. Carscoops understands it’ll come equipped with a sizeable 113 kWh battery pack that supports DC fast charging, adding 100 miles (160 km) of range in under seven minutes.
It’s likely Bentley’s electric motors will also be borrowed from the Cayenne Electric. Power in the Porsche ranges from 402 hp to 1,156 hp, and the British alternative may offer similar figures.
The similarities to the Cayenne Electric will continue in the cabin. While these spy shots only captured a small part of the SUV’s cabin, previous ones have shown that many parts will be lifted from the Porsche, including the curved OLED central display running Android Automotive OS.
MG has revealed the exterior design of their new 07 flagship.
The Porsche Taycan knockoff will cost less than $29,410.
Offers autonomous tech as well as PHEV and electric options.
Following a teaser in March, SAIC MG has revealed the upcoming 07. It’s a flagship that has been “engineered to be the ultimate choice in the new energy coupe segment.”
Sporting a design that rivals “luxury coupes in the ¥700,000 ($102,930) class,” the 07 will offer “top-tier styling” for less than ¥200,000 ($29,410). That’s a not so subtle reference to the Porsche Taycan, which begins at ¥918,000 or $134,985 in China.
The similarities are readily apparent as the 07 looks like a pudgy Taycan. However, something has been lost in translation as it doesn’t seem quite right.
That being said, the model looks fairly good and sports C-shaped lighting units as well as a bulging hood. They’re joined by a wide lower intake that appears to have an active shutter grille and a prominent sensor.
Moving down the side, there’s a rakish windscreen that flows into a long curved roof. The latter is notable for having a lidar sensor mounted above the windscreen. Other highlights include Taycan-style front fender vents and door handles as well as a similar rear end. However, the MG’s booty could use some time at the gym.
MG has been coy on specifics, but they used Auto China to reveal the 07 rides on SAIC’s next-generation NEV platform. It will be offered with both electric and plug-in hybrid powertrains.
The automaker also announced higher-end variants – that cost around ¥300,000 ($44,112) – will use the Momenta R7 autonomous driving system. It promises to provide Urban Navigate on Autopilot as well as a “seamless parking-space-to-parking-space driving experience.”
MG went on to say the system doesn’t simply imitate human driving as it also “possesses physical scene understanding and predictive reasoning similar to an experienced driver.” This reportedly enables proactive defensive maneuvers to increase safety.
We’ll likely learn more in the coming weeks, but the car will apparently show turquoise lights when being driven autonomously.
AAA tested electric vehicles and hybrids in controlled climate conditions.
Cold weather had a much larger impact on EV driving range than heat.
Hybrids also lost efficiency in extreme temperatures during testing.
Got your hands on a shiny new EV or hybrid, and wondering why its range isn’t quite as much as quoted? Well, some of that discrepancy can be down to the controlled nature of official range tests, plus a healthy bit of marketing fluff.
But there’s another reason as to why that 300-mile EV or 800-mile plug-in hybrid isn’t quite making those headline numbers. It simply doesn’t like to run when it’s too hot or too cold outside. So what are the specifics, then? You can thank AAA for expanding and updating this line of research, which they began in 2019.
How they did this kind of testing is no less cool. They took three hybrids and three EVs and placed them in a laboratory test cell that included a dyno. In other words, it was the equivalent of running on a treadmill in a temperature-controlled room. Then, they set the vehicle’s air conditioning and heating systems to a comfortable 72F. Meanwhile, the test cell’s temperature was varied. Engineers at AAA settled on three temperature values – namely 20F / -6.7C (a cold winter), 75F / 23.9C (your average day), and 95F / 35C (a hot summer’s day). And they drove.
Taking 75F / 23.9C as the baseline, AAA found that at 95F / 35C, the electric vehicles lost an average of 8.5% in driving range, corresponding to a 10.4% efficiency reduction. Hybrids fared worse, with a 12% decrease in fuel efficiency (miles per gallon). These values are noticeable, but unlikely to create a noticeable impact unless you tend to push the range envelope before recharging or refueling. This also means that your wallet will take a mild hit in terms of cost per mile.
Cold weather tests were rather more concerning. At 20F, the EVs saw a whopping 35.6% efficiency drop, resulting in an average range reduction of 39%. Hybrids also took a noticeable hit, with a 22.8% drop in fuel efficiency.
If you live in a part of the world where winters and summers are mild, and the temperature generally hovers around 75F or thereabouts, congratulations, you don’t need to worry too much. If you live in a place where summers are hot, you’ll need to account for some extra range when purchasing your EV if you plan (or if your commute dictates) to run it down to 20% before every charge.
But if you live in a place where the winters are harsh, you may want to evaluate your options. As Greg Brannon, Director of Automotive Engineering and Research at AAA, said, “EVs are efficient in moderate temperatures but lose significant range in the cold. We expected this from our previous research, but were surprised by the 23% reduction in fuel economy for the hybrids in cold temperatures. Drivers should consider climate, energy costs, and driving patterns when choosing a vehicle that best fits their lifestyle.”
Toyota announced the FY2026 results, including a record ¥50.68 trillion revenue.
US tariffs dealt a ¥1.38 trillion blow, pushing North American operations into the red.
Company expects a further 20% profit dip in FY2027 due to Middle East instability.
Toyota released its financial results for the previous fiscal year, revealing a bittersweet reality: while consumers are buying their cars in record numbers, global but trade wars and geopolitical chaos are taking a serious bite out of the bottom line.
For fiscal year 2026, which ran from April 1 through March 31, Toyota Motor Corporation booked record revenue of 50.68 trillion yen ($323.42 billion), up 5.5 percent year over year. Operating income, however, dropped by roughly 1 trillion yen ($6.4 billion) to 3.77 trillion yen ($24 billion).
The single biggest culprit was a 1.38 trillion yen ($8.8 billion) hit from US tariffs. That alone was enough to drag Toyota’s North American division into a rare operating loss of 298.6 billion yen ($1.9 billion) excluding swaps, even though regional vehicle sales actually grew 8.5 percent. Selling more cars and losing money doing it is not the equation Toyota wants to be solving.
To combat these trade frictions, Toyota will begin exporting US-built models to Japan starting this year, including the Camry sedan, the Highlander SUV, and the Tundra pickup. This move is less about covering local demand and more of a strategic effort to balance trade relations with the US.
The 2026 results were quite positive for global sales of electrified vehicles, which reached 5.04 million units, making up 48.1% of total volume (11,283 million). These include 4.62 million HEVs, 175,000 PHEVs, and 243,000 BEVs, with the latter surging by 68.4% compared to last year. For FY2027, Toyota expects to more than double its BEV sales to 598,000 units.
The overall forecast for FY2027 is rather cautious. Toyota expects sales volume to hold roughly steady, but operating income is forecast to fall 20.3 percent to around 3 trillion yen ($19.1 billion). The company is bracing for an additional 670 billion yen ($4.27 billion) in costs tied to economic and logistical disruptions over the coming year.3
Toyota specifically called out the “destabilization” of the Middle East and the ongoing war there, which are pushing materials and energy costs higher. Combined with ongoing tariff pressures and a massive 1.8 trillion yen ($11.48 billion) investment in R&D, Toyota is signaling to investors that the next 12 months will be a period of defensive maneuvering.
Shareholders aren’t being left empty-handed. Toyota declared a full-year FY2026 dividend of 95 yen ($0.61) per share and plans to bump it to 100 yen ($0.64) for FY2027. Toyota stock currently trades at 2,913 yen ($18.58), down 14 percent since the start of the year.
Toyota’s newly appointed President, Kenta Kon, said: “I feel there is still significant room for improvement in our management and administrative operations. Those of us in such positions, by further examining where our abilities truly lie, can move beyond simply managing the front lines and instead get directly involved to support operations.”
Below you can watch the entire presentation that was streamed earlier today from Japan.
Porsche plans major reset after weakening demand, tariff costs and pricey electric strategy u-turn.
Several Porsche subsidiaries, including ebike and battery divisions, face closure, with loss of 500 jobs.
Difficult years lie ahead while Porsche waits for new ICE Macan SUV it thought it would never need.
Porsche spent years telling us the future would be mostly electric. Now it’s scrambling to rebuild parts of the combustion lineup it already started phasing out, while simultaneously slashing jobs, shutting divisions, and reshuffling management to steady the ship and improve profits.
Having last month sold its stake in Bugatti and Rimac, the company this week confirmed plans to eliminate more than 500 jobs while discontinuing several electric-focused subsidiaries as part of a broader restructuring effort. Porsche is shutting down Cellforce Group, Porsche eBike Performance, and Cetitec as it narrows its focus back toward its main automotive business.
Cellforce was Porsche’s battery technology venture focused on developing high-performance lithium-ion cells for future EVs and motorsport applications. It “no longer has a sufficiently viable long-term perspective” and closes with the loss of 50 jobs, the company says.
Porsche eBike Performance, as its name suggests, handled electric bike drive systems and related hardware, but “fundamentally changed market conditions for e‑bike drive systems” means it gets the chop, and so do 360 workers. Cetitec, meanwhile, specialized in engineering and technical consulting services for automotive development programs. Sixty people in Germany are now looking for a new paycheck as a result of it being shuttered, along with a further 30 in Croatia.
Getting Back To Cars
“Porsche must refocus on its core business,” CEO Michael Leiters said, announcing the reset. “This is the indispensable foundation for a successful strategic realignment [and] forces us to make painful cuts — including our subsidiaries.”
The €1.4 Million Dashboard
At the same time, Porsche is also restructuring its executive board and folding the standalone Car-IT division into the wider research and development department led by Michael Steiner.
That’s a notable reversal because Porsche created the dedicated software-focused board role a few years ago specifically to recruit Sajjad Khan away from Mercedes-Benz, Automobilwoche reports. Khan had been tasked with modernizing Porsche’s infotainment and digital experience, and his influence is already visible in the electric Cayenne’s redesigned cockpit and connected features. That influence came at a price, though. Last year, Kahn reportedly earned €1.4 million ($1.65 m).
A bigger issue, though, is Porsche’s increasingly awkward product strategy. The company is preparing to kill the combustion Macan this summer despite demand for the gas-powered SUV still massively outweighing interest in the electric replacement in several markets, especially the US.
Porsche reportedly won’t have a new combustion or hybrid Macan (seen below testing in Audi Q5 mule form) ready until around 2028, leaving a painful gap in one of its most important model lines. Meanwhile, Chinese sales continue sliding as local EV brands offer cheaper alternatives loaded with flashy technology. It’s good that Porsche is grasping the nettle, but the pain isn’t going to disappear overnight.
Up to 49,000 Chinese EVs yearly qualify for lower Canadian tariffs.
The first 24,500 reduced-tariff permits stay open through August 31.
Chery, Geely, and BYD are lining up new EV launches for Canada.
Worried that automakers like Tesla could vacuum up the bulk of its low-tariff Chinese EV quota in one gulp, the Canadian government is reportedly rethinking how to dole out the import permits before they all end up in one company’s hands.
Under Canada’s new trade arrangement with China, up to 49,000 China-built EVs can be imported each year at a slashed 6.1 percent tariff, a steep drop from the punishing 100 percent duty. The first batch of 24,500 permits has been on the table since late March and is supposed to stay available through August 31, handed out on a first-come, first-served basis.
According to Bloomberg, not a single permit has actually been issued yet. That window is about to get crowded, though, because Tesla just confirmed it will start selling a Chinese-built Model 3 in Canada at a sharply lower price. The new entry point is CA$39,490 before destination, roughly US$29,007, which guts the old floor set by the Model 3 Long Range AWD at CA$79,990, or about US$58,700.
Canada Wants Equitable Access For All Chinese Brands
In addition to Tesla, through its Volvo and Polestar brands already operating in Canada, may also be positioned to secure part of the initial allocation. Once the second half of the 49,000 permits becomes available after August 31, officials may revise the system and assign specific reduced-tariff allocations to individual automakers, giving more brands access to the program.
These brands could include newcomers to the Canadian market, such as BYD and Chery. According to unnamed officials, the quota system may eventually expand to favor companies that establish operations in Canada, including local assembly facilities.
News of these potential changes comes just after it was revealed firms including BYD, Cheyr, and the Geely-owned Zeekr brand have launched a hiring spree across Canada, eager to quickly set up shop and start selling their vehicles locally.
More than 30,000 reservations arrived within the SUV’s first day.
BYD’s second-gen Blade battery and 1,000-volt tech are featured.
The most potent Great Tang delivers 784 hp through twin motors.
After several years of unimpeded growth, Chinese juggernaut BYD recently posted its eighth straight month of year-over-year sales declines, even with a barrage of new model launches trying to stem the bleeding. The Chinese giant clearly has growing pains, but one of its newest products is bucking the trend in spectacular fashion.
The company’s new, full-size, all-electric Great Tang SUV was presented earlier this year and showcased at the Beijing Auto Show two weeks ago. As the show opened, so did pre-sales for the EV, and in just two weeks, BYD has locked in more than 100,000 pre-sale orders for the Great Tang.
Of these, over 30,000 pre-sale orders were placed in the first 24 hours. These are extraordinary figures for a vehicle that’s even larger than the Hyundai Ioniq 9 and Kia EV9 sold in the West. Clearly, the Chinese still have the appetite to buy luxurious SUVs when they’re priced right.
The entry-level Great Tang starts at 250,000 yuan or $36,700, a shockingly low figure given that it uses BYD’s new Super e platform, includes its second-generation Blade battery, and has a 1,000-volt electrical architecture. This model uses a single, rear-mounted electric motor with 496 hp, and can travel up to 590 miles (950 km) on a charge under China’s optimistic CLTC cycle.
Comfort For Seven
The flagship version is priced at 320,000 yuan ($47,000) and delivers 784 hp, laughing in the face of the most powerful versions of the Ioniq 9 and EV9.
Not only do buyers get plenty of power and advanced battery tech, which means the Great Tang can charge from 10 to 97 percent in just nine minutes, but they also get a cabin loaded with features. As standard, the latest BYD is sold in a 2+2+3 configuration and includes three front screens and a display that folds out from the headliner for rear passengers.
VW’s ID. Polo GTI Clubsport could fake shifts for extra fun.
The hotter EV hatch may jump from 223 hp to nearly 282 hp.
Mini and Stellantis rivals already push as much as 276 hp..
Volkswagen hasn’t even officially launched the electric ID. Polo GTI yet, and already there’s talk of an even hotter Clubsport version lurking in development. Better still, it might come with fake gearshifts and simulated combustion-style power delivery and sounds designed to make EV hot hatch feel less, well, EV-ish.
According to Autocar, VW engineers are exploring a more extreme ID. Polo GTI Clubsport packing roughly 282 hp (286 PS / 210 kW), up substantially from the regular car’s expected 223 hp (226 PS / 166 kW) output. That would immediately put it closer to the upper end of the growing electric hot hatch class.
While the standard ID. Polo GTI should comfortably match the 215 hp (218 hp / 160 kW) Alpine A290 GTS and its mechanically related 223 hp Cupra Raval sibling, several rivals already bring considerably more firepower. The electric Mini JCW produces 255 hp (259 PS / 190 kW), while Stellantis has gone properly aggressive with the 276 hp (280 PS / 206 kW) Peugeot e-208 GTI and Opel Corsa GSE.
The Opel, unveiled this week, sets a serious benchmark, sprinting to 62 mph in just 5.5 seconds. Current expectations suggest the regular VW GTI might need around a second longer than that, though the Clubsport should give the Opel a real fight.
Performance upgrades reportedly won’t stop at extra power. Autocar says VW’s also considering replacing the current electronically controlled BorgWarner limited-slip differential with a fully mechanical setup for sharper front axle behavior.
Hyundai N-Style Shifts
But arguably the most interesting part is the fake shifting system, something that appeared on the GTI concept back in 2023, but which VW then said would not appear on a production GTI. Of course nobody asked about a GTI Clubsport.
VW dynamics boss Florian Umbach said the company is working on “a similar kind of paddleshift power delivery that the [electric] Hyundai N cars have.” Like the Ioniq 5 N, the setup would use software-controlled power delivery to imitate a combustion engine and transmission.
“It’s all about motor control and an audio soundtrack to match,” Umbach told the magazine, suggesting fake sounds – also featured on the 2023 VW GTI concept – will also be part of the Clubsport package.
Purists will absolutely argue about whether fake shifts belong in a GTI, but the reality is many drivers miss the interaction traditional hot hatches delivered and VW clearly knows engagement matters just as much as raw acceleration numbers.
A new Opel C-SUV will launch by 2028 using Leapmotor’s architecture.
Production is set for Zaragoza, Spain, alongside the Leapmotor B10.
Engineering cuts in Germany signal a shift toward Chinese-led R&D.
Stellantis has figured out a new way to squeeze value out of its Leapmotor partnership, and Opel is the brand getting the keys. The German automaker has confirmed plans for a new electric compact SUV built on underpinnings from the Chinese EV maker, validating reports that surfaced earlier this year.
The yet-unnamed crossover is targeted for a 2028 launch, with development running under two years from start to showroom. Styling work is being handled by Opel’s design team in Russelsheim and will lean on the brand’s current visual language. The first teaser shows a sporty SUV with large wheels, tight overhangs, and the now-familiar Opel Vizor face with integrated LED lighting.
According to Opel CEO Florian Huettl, the new SUV will be “developed by international teams located in Germany and China”. It will use “core components of the latest Leapmotor electric architecture and battery technology”, with Opel’s input being limited to design, chassis engineering, lightning and seating technology.
Production of the upcoming EV will take place at the Figueruelas plant in Zaragoza, Spain, starting in 2028. The same facilities are the home of production for the Opel Corsa, Peugeot e-208, Lancia Ypsilon, and Leapmotor B10.
Another Opel SUV?
The new offering will expand Opel’s SUV lineup next to the Mokka, Frontera, and Grandland, targeting the highly competitive C-SUV segment in Europe.
While Stellantis didn’t get into details about its specifications, the new Opel will most likely be based on the Leapmotor B10. The electric SUV measures 4,515 mm (177.8 inches) long, slotting right in between the Frontera and the Grandland in terms of footprint.
The Leapmotor B10 is fitted with a single electric motor producing 215 hp (160 kW / 218 PS) and offers two battery sizes of 56.2 kWh and 67.1 kWh, offering a range of up to 434 km (270 miles). It will also be available with a range-extender powertrain offering a total range of up to 900 km (559 miles).
Leapmotor B10
Stellantis has stated that the Leapmotor B10 has been “rigorously tested” at the Balocco proving ground in Italy, meaning there could be differences to the setup of the EU-spec version compared to the model sold in China.
More importantly, the Leapmotor B10 is priced from €29,900 ($35,100) in markets like Germany, France, and Spain, undercutting the rival Skoda Elroq by €4,000 ($4,700). While it is too early to talk about pricing for the Opel version, the company promises it will be an “accessible” electric vehicle, adding that the use of Leapmotor-sourced components would “significantly enhance affordability for European customers”.
Stellantis has recently announced plans of cutting 650 engineering jobs at Opel’s historic headquarters in Russelsheim, reducing the remaining technical staff to around 1,000 people.
The site employed over 7,700 engineers back in 2017, undertaking important R&D projects for the PSA Group. Now, it has narrowed down its scope to areas like AI, software, ADAS, battery tech, and digital lighting systems. While unrelated, with the job cuts, the Leapmotor deal allows Stellantis to significantly reduce R&D expenses and the time needed to bring a new product to the market.
Crucially, the upcoming electric SUV won’t be the only Leapmotor-based product from a Stellantis brand. According to the company “the new vehicle is intended to serve as a blueprint for efficient global collaboration” meaning it could pave the way for other similar projects in the future.
The Story Of The Joint Venture
Stellantis acquired a 21% stake in Leapmotor in October 2023, becoming the largest shareholder of the Chinese brand. The LPMI (Leapmotor International) joint venture is 51% owned by Stellantis, which has the exclusive rights of selling and producing Leapmotor products outside China.
The European rollout has been quite successful, with Leapmotor delivering 40,000 units in 2025 and kicking off 2026 with a first quarter of 24,751 registrations. Besides the Old Continent, the LPMI joint venture has expanded its activities to South America, Mexico, Asia-Pacific, Middle East, and Africa.
The Skoda Epiq has been spied inside and out, ahead of its debut.
Model arrives later this month with three different powertrains.
Pricing is expected to start around €26,000 ($30,490).
Skoda is gearing up to introduce the all-new Epiq on May 19 and they’re rushing to cross all the t’s and dot all the i’s. As a result, spy photographers recently caught two prototypes undergoing last minute testing on the Nürburgring.
They were intrigued by the one seen below as they believed it could be a Sportline or RS variant, because it has steering wheel-mounted paddle shifters. However, these are common on Skoda EVs as they’re used for regenerative braking. That being said, we wouldn’t necessarily rule out a Sportline version as we can see a sporty steering wheel with a dimpled rim.
The interior image doesn’t reveal much else, but it gives us our first proper glimpse at the crossover’s 13-inch infotainment system. It will be joined by a 5.3-inch digital instrument cluster, slender air vents, and a wireless smartphone charger. Buyers will also find ambient lighting, sustainable materials, and a cargo compartment that can hold up to 47.5 cubic feet (1,344 liters) of gear.
SH Proshots
The front fascia and rear bumper are disguised, making it hard to determine if this is indeed a sporty variant. However, testers might have given us a subtle hint in the form of front fender vent stickers. Of course, we probably shouldn’t read too much into that.
Regardless of what the prototype is hiding, Skoda has already announced three different variants known as the Epiq 35, 45, and 55. The first combines a 38.5 kWh battery pack with a front-mounted motor producing 114 hp (85 kW / 116 PS) and 197 lb-ft (267 Nm) of torque. This enables the crossover to run from 0-62 mph (0-100 km/h) in 11 seconds and have a range of 196 miles (315 km).
SH Proshots
The mid-level model pares the aforementioned battery with a beefier 133 hp (99 kW / 135 PS) motor. This lowers the 0-62 mph (100 km/h) time to 9.8 seconds without having an impact on range.
The range-topper sports a larger 55 kWh battery as well as a motor developing 208 hp (155 kW / 211 PS) and 214 lb-ft (290 Nm) of torque. This is the most interesting of the group as it accelerates from 0-62 mph (100 km/h) in 7.4 seconds and has a range of up to 267 miles.
While we’re skeptical this is a performance variant, it’s not hard to imagine one on the horizon as Volkswagen has already confirmed plans for an ID. Polo GTI with 223 hp (166 kW / 226 PS) in 2027.
Faraday Future is pausing their FX Super One minivan project.
Company now eyes 800V architecture or range-extended powertrain.
Minivan’s mass production is now subject to securing financing.
Less than a year after introducing the FX Super One minivan, Faraday Future is hitting pause. The floundering automaker blamed the move on the vehicle’s 400V architecture, which they deemed uncompetitive.
As for what the future holds, the company isn’t exactly sure. However, they want to pivot to either an 800V architecture or a range-extended powertrain. They said the change would provide “users with stronger product competitiveness and greater value.”
The firm added an 800V architecture would deliver “longer range, faster charging speeds, and superior powertrain efficiency.” Likewise, they praised range-extended vehicles for being “well-suited to extreme-cold winter regions such as the U.S. East Coast.”
A number of EVs have made the transition from 400V to 800V architectures recently including the Mercedes EQS, Polestar 3, and Volvo EX90. However, these are established automakers, while Faraday Future is a penny stock that claims to be an “embodied AI ecosystem company.”
While the FX Super One project is now paused, the company hopes to begin mass production of the updated model in the future. However, this appears to be “subject to securing financing from strategic or medium-to-long-term investors.”
Despite needing funding and not knowing which way they’re going to go, Faraday laid out two delivery timelines. The updated 800V FX Super One would reportedly be faster to arrive as the company expects its “first phase of delivery within 6 to 9 months, second phase of delivery within 12 to 15 months, and third phase of delivery within 21 to 24 months.”
The company didn’t elaborate on these different phases, but said going the range-extended route would take longer as the first phase of delivery would be within 9 to 12 months, while the second would be within 21 to 24 months. The third phase would then come within 24 to 28 months, according to their projections – which have been far off in the past.
Despite sounding like a major failure, Faraday Future tried to spin it as a positive as they said the move enables them to concentrate on their new robotics business during its “critical ramp-up period.” The company added they shipped a total of 68 robots through the end of April.
Jaguar will finally reveal the production name for the radical Type 00 EV on May 12.
Four-door electric GT is expected to pack more than 1,000 hp and 700 km of range.
It marks the first production Jaguar born from the brand’s controversial EV-only reboot.
Jaguar’s reboot is about to get a lot more real. After months of teasers, heated debate, and one of the most polarizing relaunches in recent memory, the British brand is reportedly preparing to reveal the actual production name of the EV currently known as the Jaguar Type 00. The wait has been long, and it’s not over anytime soon, as production hasn’t started, but a lot is riding on this nameplate.
Known internally as the X900, the concept and production mules have been all over the planet. It’s a long, low-slung four-door electric grand tourer that is supposed to reset the bar for what a Jaguar is. Now, according to a report from Autocar India, we’ll find out what Jaguar will call it on May 12. Then, in September, the brand will reveal the production-spec version, and if all goes according to plan, deliveries will start sometime in 2027.
Underneath the long hood and fastback roofline sits Jaguar’s new dedicated EV platform, dubbed JEA, short for Jaguar Electric Architecture. The company says the car will use a tri-motor setup with one motor up front and two at the rear, producing over 1,000 hp (746 kW) and roughly 959 lb-ft (1,300 Nm) of torque in the launch edition. That would immediately make it the most powerful Jaguar road car ever built.
Jaguar is also targeting around 700 km (435 miles) of WLTP range from a battery pack measuring about 120 kWh. The automaker claims the car can recover approximately 321 km (200 miles) of range in just 15 minutes of fast charging.
Despite the outlandish concept styling, spy shots suggest the production car stays remarkably faithful to the original design previewed by the concept. It keeps the exaggerated proportions, long front end, slab-sided surfacing, and sleek roofline, though the production version swaps the concept’s two-door layout for a more practical four-door GT configuration. Jaguar needs a win here. Hopefully, it has an appropriately grand name for this new grand tourer.
The Hyptec S600 is offered in all-electric and range-extender forms.
GAC’s latest SUV is larger than the Macan Electric and Zeekr 7X.
Key features include a 22-speaker audio system and metal accents.
China’s GAC has expanded its EV lineup yet again, this time launching an electric SUV under its premium Hyptec sub-brand. It’s called the S600, and while the name won’t win any creative writing awards, the styling does some talking on its own. The crossover borrows more than a few cues from the Porsche Macan Electric, and pre-orders are already open.
Most modern SUVs trip over each other in the design department, and the S600 isn’t entirely innocent of that either. The upper sections of the headlights bear a clear resemblance to a certain Stuttgart silhouette. That said, the overall execution is genuinely clean.
GAC’s designers were clearly willing to sacrifice a bit of rear headroom and cargo space for a sleeker coupe-style roofline. The payoff is a particularly sharp tail section, anchored by intricate LED taillights and a configurable light bar that stretches the full width of the body.
Prioritizing Luxury
The new Hyptec model measures 5,015 mm (197.4 inches) long, 1,933 mm (76.1 inches) wide, 1,700 mm (66.9 inches) tall, and rides on a 2,936 mm (115.5-inch) wheelbase. That makes it noticeably larger than something like the Zeekr 7X, which is 4,787 mm (188.4 inches) long with a 2,900 mm (114.1-inch) wheelbase. Unsurprisingly, the S600’s cabin looks ready to swallow a family and all their luggage without much complaint.
A large central touchscreen is found in the center of the dash, while there’s also a separate digital gauge cluster. High-end metallic finishes are visible around the air vents and on the door panels, as well as around the center console, which houses a wireless phone charger. A large head-up display is also featured.
The rear of the cabin looks equally plush, with seatbacks that recline up to 143 degrees and deployable footrests. A 22-speaker audio system also comes standard.
GAC will sell both all-electric and range-extended versions of the S600. The pure electric version will be offered with lithium iron phosphate and ternary lithium batteries. While we don’t yet know their capacities, the driving range should range from 410 miles (660 km) to 497 miles (800 km). Power will be supplied to a single 335 hp (250 kW) electric motor.
The range-extended model will also feature a 1.5-liter turbocharged engine, increasing total driving range but limiting EV-only range to 143 miles (230 km).
Ford admits its first electric vehicles fell short of changing the industry.
A 350-person team in Long Beach is rebuilding how Ford makes EVs.
The new $30,000 mid-size electric pickup is expected to arrive next year.
Ford knows its first swing at EVs missed. The Mustang Mach-E and F-150 Lightning sold in respectable numbers but never delivered the volume, margins, or cultural impact the company was chasing, and both have since been overtaken by leaner, cheaper competition. The Blue Oval’s answer is a ground-up reset, and the headline product is a mid-size electric pickup priced at $30,000.
We’ve known about this model for quite some time, developed by Ford’s small skunkworks lab. The brand has now shed new light on the Ford Electric Vehicle Design Center, which houses its ace team of engineers, and provided select members of the automotive press with a quick preview of the new truck.
The campus now houses 350 people, including company veterans and new arrivals from startups and the consumer electronics industries. Situated in Long Beach, California, the site is rethinking how Ford should build EVs, making them simpler and cheaper. At the core of this is the new Universal EV Platform.
This platform consists of three large cast elements joined together and then topped by the cab of the pickup, or both body styles, which will follow. While Ford didn’t unveil the electric truck in full, Car and Driver caught a glimpse of a camouflaged mule, noting that it has a traditional pickup truck shape and appears similar in size to the current Maverick, albeit with higher sides on the bed.
In addition, it seems the EV will have a short nose, allowing Ford to expand the cabin size. According to Ford, the truck will have more interior space than a Toyota RAV4.
Easy To Repair
An important aspect of the new platform will be its repairability. After all, there’s no point in selling an affordable car if it has to be scrapped after even the most minor of collisions. According to the chief engineer of Ford’s advanced vehicle structure architecture, the three large platform castings will each include cutlines, where damaged sections can be cut out and replaced with new ones.
48-Volt Tech
Another key area of development is the EV’s wiring. Vehicles using the new platform will rely primarily on 48-volt electrical systems for most components, other than the lights, electric windows, and other parts that will still run at 12 volts. Ford has significantly reduced the amount of wiring used in the vehicle and notes that 48-volt components are also much lighter and smaller.
In total, the truck will have 20 percent fewer parts and 50 percent fewer cooling hoses and connections than previous Ford EVs, meaning it can be assembled 15 percent faster. Ford says the new pickup will be ready by next year.
BYD reportedly plans 20 Canadian sales sites during 2026.
Zeekr has started hiring senior staff for Toronto operations.
New tariff rules sharply lower Chinese EV import costs there.
The floodgates are creaking open in Canada. Just as Tesla relaunched its Chinese-built Model 3 in the country, several of China’s most aggressive automakers are putting the pieces in place to follow it through the door. Geely, Chery, and BYD are all moving on the Canadian market.
As part of its preparations, Chery has brought two SUVs from its Jaecoo brand to Toronto, equipped with Ontario manufacturer license plates. Autonews Canada identified the vehicles as Jaecoo E5s, an all-electric SUV that starts at about $37,000 in Australia, where the currency is roughly at parity with the Canadian dollar.
While these vehicles are thought to be in Canada only temporarily, their appearance comes shortly after the automaker sent almost two dozen local dealer representatives to the Beijing Auto Show, giving them a firsthand look at the Chinese market.
It’s not just Chery that’s making important moves in Canada. According to a report from last month, BYD plans to open 20 sales locations this year. The company reportedly intends to work with local partners to establish those stores. It’s also said to be actively considering building its own factory in Canada, or perhaps acquiring one from an established brand.
Zeekr Gears Up
In the not-too-distant future, Canadians could have several new models from the Geely Group to choose from. One of the most exciting brands prepping for a local launch is Zeekr, with confirmation that it recently began hiring for seven senior-level positions in late April, all based in Toronto and including positions in sales, legal, marketing, and aftersales. The hiring push also includes product and network development roles.
Geely is also looking to hire someone to serve as Zeekr’s head of network development, responsible for evaluating dealer business plans and establishing a dealer operations guide.
The rush for Chinese brands to launch in Canada comes just months after the two nations signed an important new trade deal. Through this deal, tariff rates for 49,000 EVs imported from China will be slashed from 100 percent to just 6.1 percent. Importantly, the quota of 49,000 eligible vehicles will be allocated on a first-come, first-served basis, meaning automakers need to act quickly. Only 24,500 permits will be issued in the first six months of the program.
Porsche’s Taycan Turbo GT reclaimed the Nürburgring EV record.
The Manthey Kit triples downforce and sharpens the chassis setup.
Extra power helped the EV edge past Xiaomi’s rapid SU7 Ultra.
The Porsche Taycan Turbo GT was already the apex predator of Zuffenhausen’s electric lineup, but Porsche apparently decided that wasn’t enough. The flagship sedan has just been treated to a new Manthey Kit, layered on top of the existing Weissach Package, and the result is a 6:55.553 lap of the Nürburgring with development driver Lars Kern at the wheel.
That impressive time is 12 seconds quicker than a standard Taycan Turbo GT and more than nine seconds clear of the production-spec Xiaomi SU7 Ultra’s 7:04.957, which means Porsche has clawed back the title of fastest production EV in the executive segment after watching the Chinese newcomer take it last year. It is worth noting that a Xiaomi prototype clocked an even more impressive 6:22:091 in June 2025, although that doesn’t count as a production EV.
The Manthey Kit is the product of a joint effort between Porsche’s Weissach development center and Manthey’s engineers in Meuspath, with the brief drawn straight from motorsport. The package includes a reworked aero kit, a more potent powertrain, lighter wheels, track-focused tires, and a retuned suspension.
It Looks Like A Race Car
Visually, the Manthey-prepped Taycan Turbo GT goes full track weapon, with an aggressive carbon fiber aero kit doing most of the talking. The nose gets an adjustable splitter flanked by canards and GT3-style gills cut into the fenders.
The profile gains wider fender extensions, deeper side skirts, and lighter 21-inch forged aluminum wheels fitted with carbon aero discs on the rear axle. The new wheels use titanium bolts, cut 6 pounds (2.7 kg) of unsprung mass, and wear wider performance tires. Around back, Porsche added a boxier diffuser and a larger manually adjustable rear wing.
According to Porsche, the Manthey upgrades generate more than three times the downforce of the standard model. At 200 km/h (124 mph), the car produces 310 kg (683 lbs) of downforce, up from 95 kg (209 lbs). That figure climbs to 740 kg (1,631 lbs) at the top speed of 309 km/h (192 mph), which is 5 km/h (3 miles) faster than before.
More Power, More Speed
As for the power boost, the combined output of the electric powertrain rises to 804 hp (600 kW / 815 PS) in standard form and 978 hp (730 kW / 993 PS) in Attack mode. Those figures mark increases of 27 hp and 40 hp respectively over the Taycan Turbo GT.
When launch control is activated, total output remains at 1,019 hp (760 kW / 1,033 PS), but maximum torque climbs by 22 lb-ft (30 Nm) to 936 lb-ft (1,269 Nm). Even so, those figures still fall short of the rival Xiaomi SU7 Ultra, which produces 1,526 hp (1,138 kW / 1,548 PS) and 1,770 Nm (1,305 lb-ft) of torque.
The added downforce and extra power are paired with a revised setup for the Porsche Active Ride suspension, four-wheel steering, and AWD systems. Braking performance has also been upgraded with 440 mm (17.3 inches) front discs and performance brake pads.
Porsche development driver Lars Kern said the Manthey Kit turns the Taycan Turbo GT with Weissach Package into “the ultimate track tool.” The upgrades allowed him to carry 14 km/h (8.7 mph) more speed through the “Lauda-Lefthander” section of the Nurburgring compared to his previous run.
The Lexus TZ arrives as a new three-row EV for global buyers.
Upscale cabin adds roomy seating plus synthetic driving sounds.
An AWD setup with 402 hp targets roughly 300 miles of range.
Lexus has pulled the wraps off the TZ, a fully electric three-row, six-seat SUV that gives the brand a proper family-hauling EV to slot above the RZ. It rides on the same architecture as the Toyota bZ Highlander but gets a reworked body, a more upscale cabin, and a stronger all-wheel-drive powertrain to justify the badge on the hood.
At 5,100 mm (200.8 in) long, the TZ stretches 50 mm (2 inches) beyond its Toyota sibling, though both share an identical 3,050 mm (120.1-inch) wheelbase and the same general proportions. From there, the styling diverges sharply.
The front end leads with a closed-off spindle grille flanked by stacked, two-story LED headlights, and the squared-off hood borrows visual cues from the tougher Lexus GX. The sides are heavily sculpted around the wheel arches, drawing the eye to the standard 22-inch alloys, with 20s available for buyers who want to soften the ride and (likely) improve their driving range.
The semi-flush door handles and the pillars appear to be carried over from the Toyota, but the roofline drops towards the back leading to a slightly longer rear overhang. The rear end has a large roof spoiler, full-width LED taillights and vertical L-shaped indicators.
Quietest Lexus SUV Yet, With An LFA Soundtrack On Tap
Inside, Lexus is pitching the TZ as a “relaxing lounge experience” for every occupant, with six seats spread across three rows. The brand has thrown serious effort at sound insulation and NVH tuning, to the point that it claims the TZ will be the quietest cabin in their SUV lineup, flagship LX included.
The TZ doesn’t have to whisper at all times, though. An Active Sound Control system pipes in synthesized soundscapes tied to throttle inputs, including what Lexus describes as “musical chord sequences” and, more interestingly, a mode that mimics the howl of the LFA’s V10. Whether anyone shopping a three-row family EV actually wants their grocery runs scored by a fake supercar soundtrack is a separate question, but the option is there.
Three Rows Of Lounge Seating And Hidden Touch Controls
The front and second row seats offer ventilation and power leg rests, while even the third-row seats promise “sofa-like cushioning”. The second and third rows have a one-touch fold-down feature for expanding the cargo space. Passengers will also find various storage compartments including a removable rear console.
The dashboard is dominated by the large touchscreen with a new generation infotainment, joined by a digital instrument cluster. Unlike the Toyota that has a row of physical switches under the touchscreen, the Lexus opts for touch buttons that remain hidden on the dashboard trim and steering wheel trim when not in use, in combination with a textured volume cylinder.
The rest of the spec sheet reads like a Lexus showroom brochure: panoramic roof, soft-close doors, configurable ambient lighting, and a 21-speaker Mark Levinson audio system. Trim materials lean into the brand’s sustainability push, with forged bamboo inserts and bio-based UltraSuede upholstery throughout. The latest Lexus Safety System+ 4.0 ADAS suite comes standard.
Standard AWD And A 300-mile range
The SUV rides on a reinforced version of the TNGA architecture and will be exclusively available as an EV. Dual electric motors produce a combined 402 hp (300 kW / 408 PS) and up to 369 lb-ft (500 Nm) of torque, surpassing the most potent version of its Toyota sibling.
Power is transmitted to all four wheels via the standard Direct4 AWD system. The driver has access to a Dynamic Rear Steering system, five selectable drive modes (Normal, Sport, Eco, Range, Rear Comfort), and five levels of regenerative braking.
According to Lexus, the 0-62 mph (0-100 km/h) acceleration is completed in 5.4 seconds and the towing capacity is rated at 3,500 lbs (1,588 kg).
Buyers have a choice between two lithium-ion battery packs with capacities of 76.96 kWh and 95.82 kWh. The larger battery targets an EPA range of 300 miles (483 km), which is actually 20 miles (32 km) lower than the maximum range of the Highlander, most likely due to the extra power.
For global markets the WLTP rating is 530 km (329 miles), the WLTC range is 620 km (385 miles) and the more optimistic CLTC figure is 640 km (398 miles).
The North American TZ comes with a NACS port making it compatible with Tesla Superchargers. On the other hand, the global-spec model sticks with the CCS2 port. Both support up to 150 kW DC fast charging, meaning that a 10-80% charge can be completed in 35 minutes.
Production And Availability
The new Lexus EV will roll off two assembly lines. North American units will be built at the Georgetown facility in Kentucky alongside the Toyota Highlander, while Europe and Asia will be supplied by the Miyata plant in Japan.
The 2027 Lexus TZ is expected to reach North American dealers at the end of 2026, with Europe, Japan, China, and other international markets following in early 2027. Detailed pricing and trim structure will be announced later this year.
PROS ›› Exceptional performance, great sounds, fake DCT CONS ›› Design will divide opinions, expensive, poor range
Hyundai lit a fire under the performance EV world when it dropped the Ioniq 5 N a couple of years back. Not only was it the South Korean brand’s first crack at a high-performance electric car, it was arguably the first EV built with the driver, not the spec sheet, at the forefront.
Now comes the follow-up. The Korean brand has launched its second high-performance EV, the Ioniq 6 N. Created around the same philosophy as the Ioniq 5 N, and sharing many of its parts, the 6 N promises even greater performance with far more adjustability, a slightly higher price tag, and quicker lap times, aided in no small part by the lower center of gravity.
The question is, can Hyundai have possibly made the already great Ioniq 5 N even better? We headed to Sydney Motorsport Park to find out, putting the Ioniq 6 N through its paces. It revealed itself to be a car so enjoyable to drive that it’s hardly even recognizable as an EV.
QUICK FACTS
› Model:
2027 Hyundai Ioniq 6 N
› Starting Price:
AU$115,000 ($82,800) plus on-road costs
› Dimensions:
194.3 L x 76.4 W x 58.9 H inches (4,935 x 1,940 x 1,495 mm)
› Wheelbase:
116.7 in (2,965 mm)
› Curb Weight:
2,166 kg (4,775 lbs)
› Powertrain:
Two electric motors / 84 kWh battery
› Output:
650 hp (478 kW) / 546 lb-ft (740 Nm) w/ N Grin Boost
› 0-62 mph
3.2 seconds (0-100 km/h) as tested
› Transmission:
Single speed
› Efficiency:
24 kWh/100 km as tested
› On Sale:
Now
SWIPE
What Makes It Special?
Significant improvements have been made to the Ioniq 6 to ensure it’s fitting of the N badge. It uses an 84 kWh battery pack and a pair of electric motors delivering 448 kW (601 hp) and 740 Nm (546 lb-ft) of torque as standard, and 478 kW (650 hp) with the N Grin Boost function enabled and launch control engaged. The battery packs support charging from 350-kW DC fast chargers, with peak charging rates of around 250 kW, enough to charge the pack from 10-80 percent in 18 minutes.
Photos Hyundai Australia
Like any N product, this one is about much more than improved power. Hyundai has tweaked the suspension geometry, lowering the roll center and installing new dual-layer bushings. It also uses an advanced, new stroke-sensing electronically controlled suspension system that adjusts damping based on driving conditions and travel stroke. There’s also an electronically limited-slip differential at the rear, a steering mounting void bushing to improve response, and Hyundai’s Integrated Drive Axle.
Hyundai has also added 44 additional weld points and an extra 340 mm (13.4 inches) of structural adhesive to the body-in-white, and installed new brakes with 400 mm (15.7-inch) discs with four-piston calipers up front. There are also two brake-feel modes, a slew of regenerative-braking settings, and several aerodynamic improvements, including a rear wing that delivers 100 kg (220 lbs) of downforce.
Like the Ioniq 5 N, the number of functions to enhance the driving experience is dizzying. There’s the N Drift Optimizer, N Launch Control, and an N Torque Distribution that allows for 11 different adjustments to how power is sent to the wheels, ranging from 95:5 front-to-rear to 5:95 front-to-rear. Hyundai has also included its N Pedal system to boost regenerative braking on the track and improve tuck-in response, N Grin Boost to increase power in 10-second bursts, and N Battery to optimize battery temperatures for drag, sprint, and endurance settings.
In Australia, prices start at AU$115,000 (US$82,800). In the US, it’s expected to start at around US$70,000. The matte grey model you’ll see in some photos includes several carbon fiber accessories, including a towering AU$7,289 (US$5,245) rear wing, a AU$2,484 (US$1,787) carbon splitter, AU$4,810 (US$3,461) side skirts, and a AU$4,090 (US$2,943) rear diffuser.
Sporty Cabin Tweaks
Photos Hyundai Australia
The interior has also been tweaked, although it’s not dramatically removed from the regular Ioniq 6. Key touches include a new N steering wheel, new head-up display graphics, bucket seats, and new leather and Alcantara surfaces.
As the N is based on the facelifted Ioniq 6, it has all of the same features. These include a configurable 12.3-inch digital instrument cluster, a 12.3-inch infotainment display, and, importantly, loads of tactile, physical buttons throughout, an increasing rarity in the EV space. It’s a lovely space to spend time, and the upgrades made to the N ensure it feels special.
Just like the Ioniq 5 N, the Ioniq 6 N is very much a niche product. This is not the type of vehicle that Hyundai expects to sell in high numbers. In Australia, roughly 500 expressions of interest have been received, although order books have yet to open, so it’s unclear how many of those will actually translate into buyers.
Driving
Photos Hyundai Australia
All it takes is a quick look at the Ioniq 6 N’s specs to understand that this is a car that means serious business. However, unlike some of the straight-line heroes that dominate the so-called ‘performance’ class of EVs, Hyundai’s latest creation is about much more than simply pulling away from an intersection quickly.
Of course, that’s not to say that this thing isn’t ferocious off the line. It is. According to Hyundai, the Ioniq 6 N can sprint to 100 km/h (62 mph) in just 3.2 seconds with the N Grin Boost function enabled, which bumps up peak power to 478 kW (650 hp) and 740 Nm (546 lb-ft) of torque for 10-second bursts. In our testing, we recorded repeated runs to 100 km/h in 3.2 seconds, while running from 60-120 km/h takes as little as 2.45 seconds.
Photos Hyundai Australia
While it’d be easy to shrug off these figures given how many quick EVs are on the market right now, it’s worth remembering that numbers like these were once the exclusive territory of high-end supercars costing half a million dollars, not a practical four-door sedan that stickers for a fraction of that and costs about a third of what a Porsche Taycan Turbo does.
Fitted as standard with Pirelli P Zero Elect tires, but equipped with P Zero Corsa rubber for our track sessions, the car simply bites into the pavement, delivering unrelenting, unforgiving acceleration.
No Electric Sedan Should Drive Like This
However, it’s the handling and overall driving dynamics of the Ioniq 6 N that stand out more than the acceleration.
Like the Ioniq 5 N, the 6 N uses a pair of powerful electric motors at the front and rear axles. It includes the N Torque Distribution function, allowing drivers to move from as much as 95 percent front-power bias to 95 percent rear-power bias. However, to extract peak power from the two motors, it’s best to keep the power split in its 50-50 mode.
Even in this mode, with a 60-40 front-to-rear power split, the Ioniq 6 N feels inherently rear-biased and is even more playful than its SUV sibling. For several laps, I had the car’s power split in 50-50 mode with the ESC in Sport mode, and was left giddy by how the rear end gracefully starts to kick under power. When it does step out, the stability control system allows for a surprising amount of slide angle before reining things in, making the EV exceptionally easy to control at and beyond the limit.
Outright grip is exceptional and has been perfectly coupled with superb steering feel, despite it being an electrically assisted system. What’s particularly impressive is that the steering provides just as much feedback as Hyundai’s combustion-powered N models. There are no dramas in determining where the extremities of the grip are, either through the front or the rear axle.
Admittedly, the overall size of the Ioniq 6 N and its weight mean that both the road-focused P Zero Elect and P Zero Corsa tires start to overheat after three or four flying laps. This wasn’t helped by the fact that the tires of the cars we tested were dated back to 2023, so they were a little old.
Photos Brad Anderson/Carscoops
Improvements have been made to the car’s N e-Shift function. This is the system that aims to replicate the feel of Hyundai N’s eight-speed dual-clutch, providing a satisfying thump in the back and a change in torque just like an ICE car. Whereas the Ioniq 5 N had seven of these fake gears, the Ioniq 6 N has eight. With shorter ratios, even though they’re not real, it’s possible to enjoy even more shifts.
Those who haven’t experienced this system may be quick to dismiss it. After all, how can an EV’s software possibly mimic actually shifting gears? However, the team of Hyundai engineers who developed the N’s eight-speed dual-clutch also developed this system, and it’s almost indistinguishable from a normal transmission. It’s bewildering at first, but quickly becomes second nature.
Alterations have also been made to the car’s N Active Sound+ system. As in the Ioniq 5 N, the Ioniq 6 N’s system includes three modes, Ignition, Evolution, and Supersonic, although changes have been made to all three. Whereas the Ioniq 5 N’s system uses two channels, the Ioniq 6’s uses six, providing a richer, louder, and more authentic soundtrack, particularly in Ignition, which sounds just like the exhaust of the i30 N. However, the Active Sound+ system doesn’t faithfully recreate the sound of a turbocharged four-cylinder quite as well as the e-Shift does act like a genuine dual-clutch.
On-Road Performance
Photos Hyundai Australia
On the road, the Ioniq 6 N revealed itself to be a shockingly good cruiser, yet one that can transform into an animal at the press of the N button.
Given the performance on offer, it should come as no surprise that the Ioniq 6 N isn’t as efficient as the regular model. Sitting on the highway, it’ll average about 19 kWh/100 km, which is respectable. However, start driving it in a slightly sportier manner, and that figure will quickly rise deep into the 20s. On the track, when driven at its limits without regenerative braking, it’ll deplete the battery pack by about 8 percent over a 105-second lap. Using regen, it’s possible to lower this to around 5 percent.
A key masterstroke for the Ioniq 6 N’s on-road performance is how well it rides. The new and improved suspension works wonders, soaking up bumps beautifully in its softest setting while still delivering a sporty feel. Amp things up into one of the more aggressive modes, and it’s far less jarring than an i30 N, remaining perfectly suitable for everyday driving.
While the street tires can overheat on the track, you’d have to find a very long ribbon of tarmac to get them to do so on the road. They provide loads of grip and excellent feedback about the limits of grip. Just like we found while on the circuit, there’s no other EV that feels like this on the road. Dynamically, the car’s hard to fault, and it’s absolutely more capable than the Ioniq 5 N.
Perhaps the feel of the brakes isn’t as nice as some other performance cars out there, but that’s clutching at straws. One thing’s for sure: there’s no noticeable shift from regenerative to friction braking, a trademark of other Hyundai Group EVs.
Verdict
Photos Brad Anderson/Carscoops
Car manufacturers have struggled to develop and build EVs that tug at the heartstrings of driving enthusiasts. In general, these cars lack soul and passion, often devoid of any personality at all. That’s not the case with Hyundai, and there’s a good reason why Ferrari, Lamborghini, Porsche, and others have all benchmarked the Ioniq 5 N.
The Ioniq 6 N is the culmination of everything Hyundai’s N division has been developing since its establishment more than a decade ago. It’s expensive for a Hyundai, but it’s cheap compared to a Porsche Taycan or an Audi RS e-tron GT, and delivers thrills that neither of those two can. As we enter a world where performance-focused EVs will become increasingly common, it’s nice to know Hyundai is keeping the preferences of car enthusiasts at the top of its agenda.
Thanks to dismal sales, there are huge discounts on the electric van.
If you know where to look, you can get more than $20,000 off MSRP.
VW already confirmed it is skipping the 2026 model year entirely.
Volkswagen ID. Buzz sales plummeted 35.2% in the first quarter as dealers only moved 1,232 units. The disappointing result came roughly three months after the automaker confirmed they’ve made the “strategic decision” to skip the 2026 model year following a “careful assessment of current EV market conditions.”
They added a 2027 ID. Buzz would arrive later this year, once dealers clear out the existing inventory of 2025 models. That work continues and it appears the company only has about a month and a half supply of vehicles remaining.
While that sounds like good news, some dealers are slapping on huge discounts to move inventory. Ken Ganley Volkswagen of Bedford, Ohio has a new 2025 ID. Buzz Pro S listed for $42,000. That’s $20,737 below the original MSRP of $62,737 and it undercuts the $42,795 Honda Odyssey.
Outside of the Buckeye state, Nalley Volkswagen in Georgia has an electric van priced at $44,695. That’s significantly cheaper than the original sticker price of $62,195, thanks to a $10,000 dealer discount and a $7,500 incentive from Volkswagen.
Even dealers in EV-friendly California are offering sizable savings as New Century Volkswagen in Glendale has a $62,318 ID. Buzz on sale for $49,810. The $12,508 reduction was made possible thanks to the aforementioned $7,500 incentive as well as a dealer discount of $5,008.
Those are just a few examples, but dealers are even discounting the ID. Buzz 1st Edition. Missouri’s Volkswagen of Kirkwood has a $12,000 discount on their van, which lowers the price to $60,570 before a $599 “admin fee.”
That’s still ridiculously expensive for a minivan, but it’s a far cry from the days when dealers were applying markups of between $5,000 and $35,000. It’s hard to say how much blame greedy dealers deserve for the ID. Buzz’s failure, but there’s plenty to go around.
Hong Kong is considering banning EVs with only electronic door handles.
China will require manual door releases on all new cars from 2027.
Officials say physical handles improve safety after crashes or power failures.
Electronic door handles have become one of the defining design trends of the EV era. They look futuristic, shave a bit of drag off the bodywork, and give cars like the Tesla Model S and Model Y their clean, button-free profiles. But now, Hong Kong is signaling it’s ready to follow China’s lead and shut the door on them.
Specifically, officials there say they’re preparing to ban new EVs equipped solely with electronic door handles. The move comes not long after mainland China’s decision to require physical mechanical releases on all new vehicles beginning in 2027. While Hong Kong is part of China, it maintains its own vehicle regulations and legal framework under the “one country, two systems” arrangement, meaning those rules don’t automatically apply there.
According to the South China Morning Post, Hong Kong Secretary for Transport and Logistics Mable Chan said the government is reviewing the mainland’s newly published GB 48001-2026 standard, which focuses specifically on automotive door-handle safety.
Chan said the Transport Department has already consulted the industry about adopting similar local standards and reminded importers last year that all vehicles must include manual door releases. Somewhat perplexingly, it only applies to EVs, so combustion cars can continue on with hide-away or electric handles.
That said, the EV door handle rule would require both interior and exterior mechanical door handles on future vehicles. The reasoning is simple after you’ve seen videos of EVs catching on fire quickly. Electronic systems can fail after a crash, during a fire, or if a vehicle loses power, potentially trapping occupants inside or slowing emergency responders trying to get in.
Chan said the China’s standard specifically focuses on “addressing issues such as failure in operating door handles after accidents.”
In some vehicles, the emergency mechanical release is hidden, difficult to access, or works differently from what occupants expect in a panic situation. That’s become a bigger concern as automakers increasingly replace traditional hardware with powered systems. Some modern EVs don’t just use electronic exterior handles but also electronic interior door-open buttons, with backup releases tucked away in less intuitive locations.
Ringo Lee Yiu-pui of the Hong Kong, China Automobile Association added that first responders often still lack an exterior mechanical way to access the vehicle during emergencies. He also warned that sales staff frequently fail to explain how emergency releases actually work.
Interestingly, these regulations could very well have a worldwide ripple effect. Automakers rarely engineer market-specific door systems if they can avoid it, meaning these rules could eventually influence vehicles sold in Europe, North America, and elsewhere.
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