As impressive as the all-electric Lotus Eletre is, it’s never been very popular, in part because of its price, but also because few people are willing to pay a premium for an electric SUV like it. This prompted Lotus to launch a hybrid version in China earlier this year, and it’s now touched down in Europe.

Known as the Eletre X, the plug-in hybrid model is arguably what the Eletre should have always been. It uses a 2.0-liter turbocharged four-cylinder engine, two electric motors, a 70 kWh battery pack, and has a 900-volt architecture, resulting in a combined 939 hp and 690 lb-ft (935 Nm) of torque. This gives it 34 more ponies than the all-electric Eletre R, although it is down on that model’s 985 lb-ft (1,335 Nm).

Read: Lotus Built A 939 HP Hybrid SUV For Me, Apparently

Lotus says the Eletre X can hit 62 mph (100 km/h) in 3.3 seconds and power from 50-99 mph (80-160 km/h) in just 3.88 seconds. Perhaps more important than the straight-line performance is that, thanks to the generous battery pack and the 52-liter fuel tank, the plug-in hybrid Lotus can travel more than 745 miles (1,200 km) between stops. All-electric range also sits at a solid 217 miles (350 km). What’s more, it takes just 9 minutes to charge the 70 kWh pack from 20-80 percent at a 350 kW DC charger.

Two Versions On Offer

Two different versions of the Eletre X plug-in hybrid will be offered. The figures of 939 hp and 690 lb-ft (935 Nm) are reserved for the H1000 model, but an H550 entry-level version will also be offered. This model is capped at 542 hp but retains the same 690 lb-ft (935 Nm) of torque. It can hit 62 mph in 4.9 seconds and tops out at 130 mph (210 km/h), whereas the H1000 is good for 143 mph (230 km/h). The H550 includes the same 70-kWh pack, 900-volt system, and driving range.

Among the key features retained from the electric version are a 48-volt active anti-roll control system, dual-chamber air suspension, dual-valve adaptive dampers, front double-wishbone suspension, and huge Brembo brakes.

Then there’s the all-important pricing. In Germany, the base all-electric Eletre starts at €95,990 ($111,600), while the new Eletre X H550 starts at €96,990. Importantly, the H1000 starts at €119,990 ($112,800), whereas the flagship electric version is much pricier at a touch over €150,000 ($174,400), so the H1000 seems like quite a good deal.

European brands have spent the past few years watching the affordable electric SUV segment fill up around them. Most of the continent’s biggest names arrived late to the fight, scrambling to put together competitively priced models that could hold their own against fresh entries from China and the established Asian players.

The VW Group’s new Skoda Elroq is one answer to that problem. It won’t be sold in the US, but it is available across Europe and several other markets including Australia, where we recently tested it in entry-level Elroq 60 guise. The rivals list reads like a roll call of the segment: Kia EV3, Nissan Ariya, Tesla Model Y, Geely EX5, and plenty more. To hold its own against that lineup, it needs to be more than competent.

Read: Skoda’s Smallest EV Has One Big-Car Surprise

Slotted between the large Enyaq and the smaller Epiq, the Skoda Elroq doesn’t initially announce itself as a standout in this crowded segment. Spend a little time behind the wheel, though, and it actually reveals itself to be quite a compelling proposition.

QUICK FACTS

Photos Brad Anderson/Carscoops

In Australia, three versions of the Elroq are available. Sitting at the base of the range is the Select 60, priced from AU$49,990 ($36,300), including all fees. Sitting above it in the range is the Select 85 available from AU$59,990 ($43,500), while the range is topped out by the AU$69,990 ($50,800) 130 Years Edition.

Positioned beneath the bodywork is a 59 kWh nickel-manganese-cobalt battery pack, while power comes from a single electric motor delivering 150 kW (201 hp) and 310 Nm (229 lb-ft). Crucially, the Elroq is rear-wheel drive, unlike rivals including the Kia EV3 and Geely EX5, which are front-wheel drive. In theory, this should eliminate any torque steer concerns and help deliver more engaging and enjoyable driving dynamics.

The price of the Elroq 60 is competitive, although certainly not class-leading. A more well-equipped Geely EX5 Inspire is available for AU$50,061 ($36,300), while the base Kia EV3 Air – Standard Range is available from AU$46,990 ($34,100), and the Air – Long Range is $52,990 ($38,500). Nevertheless, it’s nice to see something from Europe that largely matches the competition from Asia.

A Fresh, Modern Cabin

Photos Brad Anderson/Carscoops

Stepping inside the Elroq for the first time, I was pleasantly surprised by just how spacious it is and by the overall fit and finish.

Modern EV interiors are growing increasingly homogeneous, and while the cabin of the Elroq is far from industry-shifting, it does have some intriguing elements that make it feel somewhat special.

The highlight of this base model is the fabric upholstery adorning the dashboard, armrests, seats, and center console. It’s a welcome point of difference from much of the competition that relies exclusively on hard black plastic or soft-touch leather. While it may not come through in photos, the fabric looks a little like dark grey denim, although it’s much softer than any pair of jeans you may own. Alongside the upholstery, the two-spoke black steering wheel is quite interesting.

Photos Brad Anderson/Carscoops

In terms of tech, the Skoda includes a 13-inch infotainment screen with wireless Apple CarPlay and Android Auto, as well as a small 5.0-inch instrument cluster display. The cluster screen isn’t anything special, but it’s better than some rivals that don’t have one at all.

The central touchscreen houses all of the important car controls, and yes, that includes the climate control. There are some controls, like temperature and media shortcuts, pinned to the bottom of the menu, but it’d be nice to have shortcuts for fan speed as well. Below the central air vents are physical buttons for several driving settings and the front and rear demisting functions.

The overall build quality in the cabin is top-notch, but it’s a real shame that this base model has only manually adjustable seats, with no configurable lumbar support. This alone will likely some turn off some prospective buyers, particularly given that some rivals from China do have these features. Like with other Skoda models, an umbrella has been neatly fitted into the driver’s door, just like a Rolls-Royce.

As Skoda’s designers have avoided falling into the trap of trying to make the Elroq look too sporty with a teardrop-style roof, there’s more than enough head and legroom for adult passengers in the second row.

Photos Brad Anderson/Carscoops

Most vehicles in this segment aren’t designed to tug at the heartstrings of enthusiasts like ourselves. Taking a step back and viewing the Elroq 60 as a vehicle to appeal to everyday buyers looking for something that feels premium, the Skoda ticks a lot of boxes.

First is efficiency. Skoda claims the Elroq 60 can average 15.9 kWh/100 km over the combined cycle, which should give it a theoretical range of 395 km (245 miles). During my week with the car, I averaged exactly 16.0 kWh/100 km, just shy of the claim, and driving across a mix of urban and rural settings.

In a world where more expensive EVs are now promising driving ranges exceeding 800 km (497 miles), a sub-400 km range of the Elroq 60 may not seem that impressive, and it’s not. However, it’s important to note that this is more than enough for the daily driving duties of the vast majority of people looking for an SUV like this, especially one that’s large enough to ferry kids around in.

As for charging, the Elroq 60 supports DC speeds of up to 165 kW. Again, that’s far from class-leading and means that topping up from 10-80 percent takes 24 minutes. This is better than the popular Kia EV3, however, which takes around 29 minutes to charge its 58.3 kWh battery from 10-80 percent. Plugged into an 11 kW AC house charger, and the battery can be fully charged in about 6.5 hours, so an overnight charge is all most owners will ever need.

Performance is also solid. Owing to the rear-wheel drive layout, there’s none of the torque steer found in some of the competition. All owners will experience smooth, unfettered power. Admittedly, the Elroq 60 isn’t particularly brisk, needing around 8 seconds to hit 62 mph (100 km/h).

Dynamically, the Skoda feels excellent. Body roll has been kept to a minimum thanks to the excellent suspension setup, yet it remains compliant enough for daily use on even the roughest roads. Shod in Hankook tires, there’s more than enough grip on offer to hustle the Elroq through corners at an impressive clip, and when it does reach the limits of adhesion, it remains easy to control.

Very few electric cars on the market have particularly engaging or communicative steering, but for most drivers, that’s not a concern. What is nice is how light and direct the steering is, working just as well on the highway as it does in a cramped shopping mall car park.

Photos Brad Anderson/Carscoops

Braking is an area where the Elroq 60 could be improved. Left in Drive, there’s no regenerative braking on offer at all, meaning the SUV will simply coast – seemingly endlessly. If you do want some regen, you’ll have to drive in B mode, which offers plenty of stopping power but crucially does not include a one-pedal driving mode, which is unfortunate. It’s also a shame there aren’t more ways to tweak the regen level on offer. Things could be worse, however, as some of the competition require you to dive through multiple menus on the central display to adjust the regen level.

Read: New Elroq vRS Is Skoda’s Quickest Production Car Ever

Among the key safety features fitted as standard to the Elroq 60 are autonomous emergency braking, adaptive cruise control, blind-spot alert, lane-keep assist, and lane-centering assist, as well as front and rear parking sensors and an optional 360-degree camera.

I found the adaptive cruise control and lane-centering to function flawlessly on well-marked highways, and it’s quick and easy to turn the lane-centering on and off using the steering wheel controls if you’d prefer to remain in charge.

Verdict

The Skoda Elroq 60 helps prove that established European brands are up to the task of competing with the Chinese, Japanese, and South Korean rivals in the world of cut-price EVs.

This isn’t the type of vehicle that’ll ignite a burning passion among owners to go for a midnight cruise just for the fun of it, but it does exactly what it should and at a good price. Skoda has never been a massive volume seller in Australia, only delivering around 5,000 units last year. If locals can look beyond some of the glitz and glamor and tech gizmos found in some of the competition, they’ll find a very adequate EV with the Elroq 60.

Photos Brad Anderson/Carscoops

Skoda has just unveiled its long-awaited, entry-level electric Epiq SUV, some two years after it was first showcased to the world. With the potential to outsell other popular Skoda EVs, including the Enyaq and Elroq, the new Epiq looks fun, has solid specs, and most importantly, is affordable.

Underpinning the Skoda Epiq is the VW Group’s familiar MEB+ platform. Depending on the market, three versions will be offered: 30, 40, and 55. The two base models use a 37 kWh lithium-ion phosphate battery and can be configured with either a 114 hp or a 133 hp motor, both driving the front wheels exclusively. By comparison, both the base Enyaq and Elroq are rear-wheel drive.

Read: Skoda’s Most Dramatic Concept Just Became Its Most Sensible Production Car

Driving range for the Epiq 35 and 40 models is capped at roughly 190 miles (306 km). The main difference between the two is that the 35’s charging speeds are limited to 50 kW at a DC charger, while the 40 boosts this to 90 kW.

Sitting at the top of the range is the Epiq 55. It uses a larger 52 kWh NMC battery supporting a driving range of 272 miles (438 km) and peak DC charging speeds of 105 kW, allowing the battery to be charged from 10-80 percent in around 25 minutes. The Epiq 55 also sports a more powerful front-mounted motor with 208 hp.

One common complaint among Skoda’s current electric SUVs is that they don’t offer a one-pedal driving mode. This has been solved with the Epiq. The SUV has also been designed to be reasonably aerodynamically efficient, with a drag coefficient of 0.275.

Cute And Fun Looks

Visually, the Epiq immediately stands out from other existing Skoda models and looks all the better for it. It features a sharp front fascia with a blacked-out lower grille and aggressive headlights and DRLs. Black body cladding extends across the wheel arches, down the sides, and fills the rear bumper. Skoda will offer six different paint options for the Epiq.

A Normal Skoda Cabin

As for the cabin, it shares a lot in common with the Enyaq, Elroq, and other Skoda models. There’s a familiar 13-inch infotainment display on the dashboard, as well as a two-spoke steering wheel. While physical controls are few and far between, there are some physical toggles positioned below the central air vents for important vehicle patrols. As with other Skodas, umbrellas are also hidden in the door panels, like a Rolls-Royce.

What About Prices?

Then there’s the all-important price. In Europe, the Epiq will start at €25,900 ($30,000) for the base Epiq Essence 35, bringing it to price parity with the similarly-sized combustion-powered Kamiq. In the UK, prices start at £24,950 ($33,400) for the Epiq SE L 40, as the base 35 model won’t be sold there. Prices increase to £27,700 ($37,100) for the SE L 55 and Edition 40, then to £30,450 ($40,800) for the Edition 55, and finally to £31,450 ($42,100) for the First Edition 55.

A week ago, Lexus pulled the wraps off of its new TZ, the brand’s first three-row electric SUV. Now, we’ve just had a chance to see it up close, and there’s a lot to drink in. Available with up to 402 horsepower, this new all-electric SUV that’s based on the Toyota Highlander EV appears ready for prime time. Whether it flies off dealer lots won’t likely be down to interior quality, but rather pricing.

Read: The 2027 Lexus TZ Borrows The Highlander’s Bones And The LFA’s V10 Voice

Unlike most modern three-row SUVs desperately trying to cosplay as off-roaders, the TZ sits low. Really low. That stance completely changes the vibe of the vehicle. Instead of chasing fake ruggedness with oversized cladding, massive ride heights, and chunky styling gimmicks that hurt both efficiency and on-road dynamics, the TZ feels intentionally road-focused. It’s sleek, stretched, and surprisingly elegant for something this large.

Aerodynamic Lexus Styling

Speaking of efficiency, the TZ has a drag coefficient of just 0.27. To put that into perspective, the Prius scores 0.25. That’s right, this three-row SUV is almost as slippery in the wind as a Prius.

Photos Stephen Rivers / Carscoops

From some angles, especially up front, the design does feel a little derivative. There’s only so much you can do when aerodynamic efficiency becomes the priority, and EVs no longer need giant grilles or aggressive cooling ducts. But the rear? That’s where the TZ becomes genuinely interesting. The tail has a far more artistic and sculptural look than the front, giving the SUV a stronger visual identity than Lexus’ press photos initially suggested.

Interestingly, the version shown here is technically the European model. U.S.-spec examples will reportedly offer an illuminated front badge. Powertrain details remain somewhat limited for now, but Lexus has confirmed dual-motor all-wheel drive and roughly 300 miles (483 km) of range or (not and) up to 402 horsepower (299 kW) depending on trim.

Inside The Driver’s Lounge

Inside, the TZ leans heavily into what Lexus calls a “Driver’s Lounge” philosophy. Slightly strange wording considering drivers probably shouldn’t be lounging behind the wheel of a massive electric SUV, but the execution itself works. The cabin is exceptionally quiet, arguably quieter than anything else in Lexus’ lineup, including the LX. And unlike many EVs that simply feel sterile, the TZ genuinely comes across as upscale.

First Look: New Toyota Highlander Drops Its Biggest Tradition, And I Got A Front-Row Look

Designers did a great job of making the dash different enough from the Toyota Highlander that they’re not a direct one-to-one comparison despite having a similar vibe overall. Things like the gauge cluster, wireless chargers, and some controls are in similar spaces but positioned a bit differently.

Some materials are more successful than others. Lexus’ “forged bamboo” trim sounds incredibly cool on paper, and the fact that it incorporates real bamboo is admirable. In reality, though, the finish initially looked more like faux stone-effect plastic before anyone explained what it actually was.

Still, there’s a lot to like here. The packaging appears excellent, the third row seems genuinely usable, and certain details make more expensive products like the Cadillac Escalade IQ feel undercooked. For instance, the TZ features one-touch power buttons along with heating and seatback adjustment for the third row. The Escalade, which costs substantially more, has none of that.

Also: New Toyota Highlander Goes All-Electric, But Its Door Handles Don’t Fully Trust Electricity

There are plenty of tech items to sort out whenever we get the chance to drive it for the first time. For example, it’ll feature rear-wheel steering, a high-end Mark Levison audio system, and a “rear-comfort” mode for dampening inputs in order to make the ride more comfortable for rear-seat occupants.

Where The TZ Lives Or Dies

The biggest question is price. The engineering philosophy makes perfect sense for Lexus. EVs naturally amplify serenity, smoothness, and isolation. But enthusiasm for large luxury EVs in America remains questionable.

Given the TZ shares its underpinnings with the Toyota Highlander EV but sits a full segment above it in finish and intent, the gap between the two stickers will be the real test. If Lexus prices the TZ aggressively enough, it could become a compelling alternative to vehicles like the Volvo EX90. If not, this may simply become an exceptionally refined niche product for buyers who want maximum comfort and minimal noise.

Photos Stephen Rivers / Carscoops

The GTI badge has spent 50 years making small Volkswagens feel more exciting than they probably had any right to be. Now it’s going electric for the first time, but the Wolfsburg team reckons the new ID. Polo GTI still has the right hot hatch character, even if the recipe is very different.

Unveiled at the Nürburgring 24 Hours where VW is racing a widebody Golf R, the ID. Polo GTI gets a single electric motor that sends 223 hp (226 PS / 166 kW) and 214 lb-ft (290 Nm) to the front wheels. That’s enough for 0-62 mph (100 km/h) in 6.8 seconds and a far less exciting 109 mph (175 km/h) top speed. The larger gas-powered Golf GTI handles the same sprint in 5.9 seconds and keeps pulling to 155 mph (250 km/h).

Related: VW’s New ID. Polo Starts Under $30K And Comes With Massage Seats

It’s punchier than the top version of the regular electric Polo, which only recently launched and tops out at 208 hp (211 PS 155 kW). But there’s a tradeoff. The standard car claims 283 miles (455 km) of range, while the GTI’s 52 kWh net NMC battery is rated at up to 263 miles (424 km) on the WLTP cycle. That’s still good for the segment though, and we’ll come back to it later.

Charging should be painless enough. The GTI can take up to 105 kW at a DC charger, and VW says its flat charging curve means a 10 to 80 percent top-up takes around 24 minutes. AC charging is rated at 11 kW.

Electric LSD And Adaptive Dampers

VW hasn’t simply turned up the motor and thrown some red stitching at it. Every ID. Polo GTI gets an electronically controlled front differential lock, adaptive DCC sports suspension, progressive steering, 19-inch alloy wheels, premium sports seats, IQ.LIGHT LED matrix headlights, and a dedicated GTI driving mode.

Hit the GTI button on the odd, two-spoke squircle steering wheel and the motor response, steering, dampers and chassis systems all switch into their angriest settings. The ambient lighting turns red, the graphics change, launch control becomes available, and Volkswagen even pipes in a combustion-style soundtrack.

ID. Polo Clubsport In The Works

Fake gearshifts, which featured on the almost identical-looking ID. Concept GTI back in 2023, don’t appear on the production GTI, sadly. But they will make it to the more hardcore ID. Polo Clubsport currently in development, a recent report claimed. Hopefully the Clubsport will also get the concept’s black plastic arch trims, a nod to the original Golf GTI’s, but which are missing from this one.

Other than the arch spats and fatter mirrors though, this 2027 car looks damn near identical to the concept. There’s a full-width red stripe across the nose, a 3D GTI badge, honeycomb lower intake, a split rear spoiler, illuminated rear graphics, and a chunky black diffuser. Six colors will be offered, including Tornado Red, Candy White, Oyster Silver, Celestial Blue, Magnetic Grey, and Grenadilla Black.

Tartan Seats, Real Buttons

Inside, the GTI gets red stitching, a 12 o’clock steering wheel marker, illuminated GTI logos, sports seats with traditional GTI tartan trim, and brake regen paddles. A 10.25-inch digital cluster is paired with a 12.9-inch touchscreen, and best of all, there’s a retro display mode that replicates an old Golf dashboard and plenty of real buttons on the wheel and dashboard to press.

More: VW’s ID. Polo Interior Brings Back Something You Thought Was Gone For Good

It’s practical, too. The electric platform’s 2,599 mm (102.3 inches) wheelbase is only 37 mm (1.46 inches) shorter than a Golf’s, and the Polo’s 441 liters (15.6 cu-ft) of trunk space actually shames the supposedly much bigger car’s 381-liter cargo bay (13.5 cu-ft), despite not having a frunk.

Options include a 425-watt Harman Kardon sound system with 10 speakers, a panoramic glass roof, 12-way electrically adjustable front seats with pneumatic massage, and Bridgestone Potenza Sport performance tires for drivers who want to give the 1,540 kg (3,395 lbs) GTI a real workout.

Alpine A290 And Mini JCW In The Crosshairs

Stick to the base spec and VW says you could take a GTI home for less than €39,000, or around £35,000 in the UK after government EV incentives. That’s a big step up from the regular ID. Polo’s €25,000 starting price, but it’s on a par with the 255 hp (258 PS / 190 kW) Mini John Cooper Works E and 215 hp (218 PS / 160 kW) Alpine A290 GTS.

Both are at least 0.4 seconds faster to 62 mph than the Polo, and the Opel Corsa GSE and its Peugeot 208 GTI cousin both punch out a massive 276 hp (280 PS / 206 kW) and hit 62 mph in as little as 5.5 seconds. But none of these cars can do more than 230 miles (370 km) on a charge. The Polo, remember, does 263 miles (424 km).

This Or A Combustion GTI?

What’s also interesting is that the performance Polo comes in around €7,000 / £6,000 / $8,150 cheaper than a Euro-spec 262 hp (265 PS / 195 kW) petrol Golf GTI. True, it’s 0.9 seconds slower to 62 mph, but with the EV being closer in size to the Golf than to the old combustion Polo, we wouldn’t be surprised if a few would-be Golf GTI buyers find themselves in an ID. Polo GTI instead. Except in North America, of course, which isn’t taking the ID. Polo in any form.

The ID. Polo GTI might not be the quickest electric hot hatch on sale, but VW GTIs have rarely been the fastest in their class. What they are is great all-rounders, and with a strong electric range, loads of standard hardware, proper retro charm, and a famous badge finally dragged into the EV age, it might be the one electric hat hatch ICE fans actually care about.

VW

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.

More: The First Electric Lexus ES Actually Costs Less Than The Hybrid

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.

More: Lexus’ $100,000 Luxury Minivan Picks Up A Few Strange New Tricks

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.

More: Toyota’s Next Corolla Cross Is Growing Up, And The RAV4 Should Be Worried

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).

More: Toyota’s Most Powerful Land Cruiser Ever Is A $112K Hybrid Americans Can’t Buy

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.

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.

Review: The Hyundai Ioniq 5 N Is A Ballistic Missile That Redefines EVs

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

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.

Read: New Elantra N TCR Undercuts The Civic Type R By $7,000 With A Bigger Wing

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.

Photos Hyundai Australia