The Tesla Model 3 Performance Hyundai Ioniq 5 N may not be direct rivals, given one is a sedan while the other is a crossover, but there’s no denying they are two of the most talked-about performance EVs currently on the market. Both offer blistering straight-line performance and impressive handling, but which is the best?

To give us an idea of the individual strengths and weaknesses of the Tesla and the Hyundai, Edmunds pitted them against each other for its U-Drag Race test. This consists of a quarter-mile sprint, a high-speed U-turn to test out the car’s cornering abilities, and a sprint back down the runway. The duo were very evenly matched and showed there are different ways to achieve extreme levels of EV performance.

Watch: C8 Corvette Z06 Battles Mercedes-AMG GT 63 in U-Drag Duel

The first test is extremely close. Off the line, the Tesla has the advantage and edges in front of the Hyundai. However, under braking, the Ioniq 5 N closes in and is able to take the U-turn tighter and quicker, allowing the driver to get back on the throttle faster than the driver of the Model 3 could. This gives the Ioniq 5 N an advantage on the sprint back home and it eventually finishes ahead of its American rival by less than a car length.

Interestingly, the Hyundai got the better launch in the second race, and this time, the driver of the Tesla took the U-turn slightly tighter, making up a little bit of time. Heading to the finish line, the Hyundai pulled ahead, taking its second victory.

A look at the figures shows the Tesla recorded the best 0-60 mph (0-96 km/h) time at 3.1 seconds compared to the 3.3 second time of the Ioniq 5 N. The Tesla also set the quickest quarter-mile at 11.0 seconds, whereas the Hyundai needed 11.2 seconds. However, it was the Korean that pulled the highest G in cornering and finished the U-turn drag race in 32.8 seconds compared to the 33.0 second time of its rival.

The reviewers note the Tesla makes it much easier to set up as drivers simply need to switch it to Track mode. By comparison, the Hyundai has a dizzying array of settings and customization options, meaning you need to dive into the menus to achieve the best performance.

Watch: Lamborghini Revuelto Vs McLaren 765LT Drag Race Is A Riot

It is, however, worth adding that some commentators point out that the reviewers misunderstood the Track mode as being the optimal for a drag race, which isn’t the case with the Model 3 Performance. That’s because it slows down the launch a bit and uses more energy to cool the battery so it doesn’t overheat when lapping a circuit.

According to Tesla, the Insane mode pre-heats the battery and “provides the maximum level of acceleration immediately available”, so for a quick sprint, such as the one required in a drag race that’s over in seconds, it’s preferable. Track mode, on the other hand, is designed “to modify the stability control, traction control, regenerative braking, and cooling systems to increase performance and handling while driving on closed circuit courses”.

In any case, even in Track mode, the Model 3 had an edge in acceleration over the Ioniq 5 N anyway and lost out in braking and cornering. It would be interesting, though, to see a rematch with the Tesla in Insane mode, which should settle the issue.

The EV6 wasn’t Kia’s first electric car, but it’s the one that really cemented the Korean automaker’s place at the forefront of the modern EV revolution. Sharp styling, a long range and fast charging speeds helped win it numerous awards and thousands of customers, but the three-year old fastback has now been facelifted to help out battle newer rivals, including its own already-revised Hyundai Ioniq 5 cousin. We grabbed some seat time in Europe to see what the facelifted EV6 has to offer ahead of its arrival in U.S. and Canadian showrooms next spring.

QUICK FACTS

What’s new?

Things change even more rapidly in the EV segment than they do for normal ICE cars, with non-stop tech advances quickly making older EVs looks outdated and impractical. But the EV6 was so advanced when it appeared in 2021 that Kia hasn’t felt the need to do much beyond making some subtle improvements.

So the exterior design is little changed, the most obvious tweaks being the new headlights, although the lower bodyside moldings, wheels, bumpers and distinctive full-width rear light bar are also refreshed. The modest update means the curvy EV6 has quite a different look to Kia’s latest cars like the EV3, EV9 and combustion-powered K4, but it still presents as modern and exciting.

More: Kia’s Updated 2026 EV6 Adds Range, Tech, And A Fake Gearbox For GT

There are also some interior changes, which we’ll get to later, and bigger battery packs to increase the already respectable range figures. All cars in the UK, where we drove the EV6, now come with a 84 kWh battery (up from 77.4 kWh), while in markets that offer two sizes, like the US, the base battery steps up from 58 to 63 kWh. Hyundai’s Ioniq 5 received the same upgrade when it was facelifted at the beginning of this year.

What’s the lineup?

While the US will carry over the availability of a single-motor base car with 167 hp (169 PS / 125 kW), the UK lineup skips that and goes straight for the 225 hp (228 PS / 168 kW) version, but also driving only the rear wheels.

A dual-motor version provides all-wheel drive and a bump to 320 hp (324 PS / 239 kW), and as before the even more powerful GT tops the lineup. That inherits the Ioniq 5 N’s 641 hp with overboost (650 PS / 478 kW) setup and fake transmission for 2025, but we’ll have to wait to drive that one another time.

Prices start at £45,575 for the base model 225 hp Air and top out at £58,125 for the GT-Line S with the optional heat pump. GT prices, and prices for US models, will be announced later.

How’s the interior?

Much like the exterior mods, the changes to the interior focus on refining what’s already there, rather than ripping it up and starting again. So while the general layout of the interior and console is familiar, the dashboard is improved by a pair of 12.3-inch digital displays hidden behind a single pain of glass that’s now more rectangular. It brings the EV6 closer to newer models like the EV9, though the EV6 retains its strip of touch sensitive buttons below its air vents rather than adopt the SUV’s rocker switches. I prefer the EV’s setup.

Related: Hyundai Group Models Get Google Maps Overhaul Ahead Of Full Shift To Android Auto OS

GT-Line cars get a sporty three-spoke steering wheel, but base-model Air trim in the UK (and their ‘Light’ equivalents in the US) still has the old two-spoke rim. All trims get wireless Apple CarPlay and Android Auto this time, but they keep last year’s unnecessarily large center console that blocks access to the storage area below. Swapping the rotary gear selector for the EV9’s twistable column shifter would have allowed a big chunk of the console to be chopped away and improved practicality.

Other minor grumbles are the poor visibility resulting from the thick rear pillars and a cargo bay that’s a little shallow, capping the space available at a so-so 490 liters (17.3 cu-ft). Single-motor models augment that with a usable frunk, but it shrinks to almost nothing when you spec a front motor.

Rear passenger space, however, is huge. There’s plenty of knee-room, and headroom isn’t bad despite the sloping roofline. But because the front seats are mounted so low rear riders can’t get their feet under them, which is going to make long journeys uncomfortable.

How does it drive?

The EV6’s sporty profile promises a good time behind the wheel, and even if the experience isn’t as dynamic as what the far more expensive Porsche Taycan serves up, the tight suspension and relatively low center of gravity mean it’s more agile than some other electric cars. Even without the flagship GT’s torque vectoring, the regular models steer smartly and put their power down cleanly.

True, the ride is on the firm side, an almost inevitable payoff for the good body control, but it’s never harsh. Think 2000s-era Fords, but with a bit more polish, and also a bit more precision than last year’s EV6 thanks to additional body strengthening and improved steering response.

We didn’t drive the GT, but the regular dual-motor car is no slouch. It gets to 62 mph (100 km/h) in 5.3 seconds, which is almost a match for a Tesla Model Y (4.8 seconds), and pushes you back in your seat between 10-50 mph (16-80 km/h) hard enough to make you feel slightly nauseous, like fast EVs do.

More: Can The Kia EV6 GT Beat A BMW M2 In A U-Drag Race?

The single-motor EV6 isn’t anything like as rapid, needing 7.7 seconds for the 62 mph run compared with just 5.7 seconds for the similarly priced RWD Model Y, but the surprise is it never feels truly sluggish thanks to the instant throttle response. Factor in the extra agility that comes from the lighter curb weight and better weight distribution, plus the lower price and longer range, and you could easily argue that it’s the pick of the lineup.

How far will I go on a charge?

Upping the battery size has stretched the WLTP range in the entry-level, single-motor EV6 from 328 miles (528 km) to 361 miles (581 km), while the US specs for the same model list the range climbing 9 miles (15 km) to 319 miles (513 km).

The dual-motor car is now rated at up to 339 miles (546 km) rather than 314 miles (505 km) in Europe, but we don’t yet have EPA numbers for that one. What hasn’t changed is the charging speeds, which were already super-quick due to the E-GMP platform’s 800-volt electrics. Find a charger kicking out at least 260 kW and you can take the battery from 10-80 percent in 18 minutes.

What else do I need to know?

Remember how Hyundai bowed to customer pressure and put a rear wiper on the facelifted Ioniq 5? Sadly, Kia didn’t rectify the same mistake on the EV6. And although all versions of the EV6 charge at the same speed, charging will be a less comfortable experience in the entry-level Air because it doesn’t get the powered lie-flat seats fitted to GT and GT-Line S models.

Otherwise, the Air is well equipped, coming with 19-inch alloys, heated seats and wheel and adaptive cruise control. GT-Line cars get wireless phone charging, privacy glass and sportier trim, including the three-spoke steering wheel, while GT-Line S versions ramp up the luxury with 20-inch rims, a head-up display and ventilation for the front seats and heating for the rears.

Another important factoid for US buyers is that the Georgia-built EV6s arriving in showrooms next year will feature a North American Charging Standard (NACS) socket. UK cars obviously don’t get the same upgrade.

Verdict

There wasn’t much wrong with the EV6, which was deservedly named European Car of the Year in 2022, but Kia has still managed to improve it in some key areas. The most useful of those is the bigger battery, which should now mean most owners see close to 300 true miles (483 km) between charges in the single-motor, rear-drive car, and we also like the new infotainment system and wireless CarPlay functionality.

The tweaks should help keep the EV6 on most EV buyers’ shortlists if not necessarily in top position, though by this time next year it will have some awkward opposition on its hands. That’s when Kia launches the EV5, and considering the EV9 has already had a detrimental impact on EV6 sales despite costing far more, the smaller SUV is bound to steal some attention. But until then, or for buyers determined not to buy an SUV or a Tesla Model Y, the EV6 remains a great electric buy.

Photo Credits: Chris Chilton/Carscoops

Buying a new car is supposed to come with a little peace of mind. Warranties exist for those “just-in-case” moments, protecting buyers from hefty repair bills should something go wrong. But as one Tesla owner learned just before Christmas, warranties can be as fragile as a cracked windshield—literally. What followed was a near-miss with a $1,700 repair bill, a lot of confusion, and a lesson in persistence that every car owner should hear.

Imagine walking out to your six-day-old car to find a giant crack in the windshield that wasn’t there when you left it. That’s exactly what happened to Reddit user Heartvu on December 23. They say they’d only driven their new 2025 Tesla Model 3 some 200 miles (322 km) and didn’t think anything had hit the windshield during that time.

More: Brand New Cybertruck Leaks Oil After 3 Days, Tesla Needs A Month To Fix

Just to be sure, they checked the on-board cameras to look for potential vandalism too. They also submitted a ticket to Tesla for service and because they live near a service center, they scheduled an appointment for the next day. When they arrived, the center made it clear that windshields aren’t covered under warranty, which is sort of a half-truth.

A Cautionary Tale for Tesla Owners

In reality, they are if the windshield cracked due to a stress fracture. Heartvu didn’t know that initially and was preparing to drop $1,700 on a new windshield before one very important act. They specifically asked the Tesla service center if the crack was due to impact or stress. “After checking the car again, they said it was stress, and only at this point did the person on the phone say that the windshield can be repaired under the warranty,” they say.

On top of that, the owner had the service center repeat that confirmation in the Tesla service center app chat room. We’re only learning about this because Heartvu wanted to make sure other owners know about the propensity for stress fractures to crack windshields.

“I’m making this post because this sub has been really helpful to me in understanding Tesla and their shitty customer service”, they wrote. “If I hadn’t read from another redditor that there was a difference between impact and stress fractures, I would have been stuck paying the deductible or full fee to replace the windshield on my brand new 2025 Model 3. Also, Tesla insurance in my state does not specifically cover glass or windshields.”

Other Owners, Similar Issues

Notably, another owner reported a nearly opposite situation where they had a broken windshield. They thought the crack was the product of an impact and planned to pay for the replacement. When the Tesla technician removed the broken pane they spotted a problem in the bodywork. They explained to the customer that the bracket the windshield rests on was missing a weld and thus was not flat, putting stress on the glass and eventually causing the crack. So they received a free fix for the bodywork and the windshield.

The takeaway here is simple: if you find yourself staring at a cracked windshield, don’t assume the damage is your fault or blindly accept the first repair bill thrown your way, whether it’s from Tesla or any other automaker. Always dig deeper. Ask questions, demand clarity, and insist on determining whether the crack is due to impact or a stress fracture. And whatever you do, get that confirmation in writing. Tesla’s customer service isn’t exactly known for being user-friendly, so you might need to channel your inner detective to get what you’re owed.

Screenshot Credit: Heartvu/Reddit

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