The national average price of a gallon of regular gasoline is $4.29 and that’s up nearly $1.15 from a year ago. However, some states like California are paying over $6 per gallon.

Given the sky-high prices, it’s no surprise that customers are embracing hybrids and even showing renewed interest in EVs. That’s certainly the case over at Hyundai, where hybrid sales soared 90% compared to last year. Sonata Hybrid sales were up 250%, while the Santa Fe (30%), Elantra (29%), and Tucson (10%) hybrids also experienced gains.

More: Hyundai’s Best-Seller Gets Cheaper Hybrids And A New Blackout Model

Electric vehicles also bounced back following the elimination of the federal tax credit last year. In fact, the Ioniq 5 celebrated its best May ever as sales jumped 28% to 5,002 units. The model is now up 16% year-to-date as customers have snapped up 18,395 electric hatchbacks.

The Ioniq 9 is also doing okay as customers bought 1,145 last month. That’s not great, but it’s still a 279% increase from this time last year.

Overall, Hyundai sales were up 3% to 87,468 units. This was largely due to the Tucson, which found 20,581 buyers in May. The crossover was followed by the affordable Elantra, which was up 7% to 16,819 units. The Palisade is also proving popular as consumers snapped up 13,089 of them.

As for the losers, they’re not much of a surprise as Ioniq 6 sales fell 85% to 176 units. Of course, that’s hardly shocking as the company dropped the mainstream model and the high-performance N variant isn’t on sale in America yet.

The Santa Cruz plunged 41%, while the Venue fell 27%. The latter feels like a relic from a bygone era, while the unibody truck is expected to be living on borrowed time.

Hyundai May 2026 US Sales

There was a time, not long ago, when the idea of brands like Porsche, Ferrari, Lamborghini, and Mercedes-AMG studying a Hyundai for engineering inspiration would have been absurd, even laughable. That time is over. The electric Ioniq 5 N has forced every serious performance brand to take notes, and several are openly trying to replicate what it does.

It’s been nearly three years since the Ioniq 5 N arrived and reset the bar for performance EVs. Rather than chasing ever-bigger acceleration numbers, Hyundai put the driving experience first. The tool it used was a simulated transmission, engineered by the same team behind the N division’s eight-speed dual-clutch gearbox, that feels close enough to the real thing to fool most drivers.

Read: Hyundai’s Gated Manual Patent Looks Like A Koenigsegg Idea On An Elantra Budget

Porsche has acknowledged it’s tested and looked at Hyundai’s technology, but is not yet ready to commit to launching something similar on any of its EVs.

“We’ll see what happens, but it is not a technology that we do not look at. It’s very interesting. To be honest, Hyundai did a really good job at it,” Porsche product spokesperson Ben Weinberger told Car Sales. “If we do it, it will definitely be a Porsche-typical solution, but it would be too early to talk.”

911 Bosses Like Hyundai’s Solution, Too

Last year, the vice president of Porsche’s 718 and 911 lines, Frank Moster, and the head of Porsche’s GT cars, Andreas Preuninger, both heaped praise on the Ioniq 5 N, acknowledging that they learned a lot after testing it.

“This is the way,” Moser said while speaking about the simulated transmission and the Ioniq 5 N’s fake ICE-inspired soundtrack. “The customer could decide if he wants to drive in complete silent mode, or he wants to be part of the game, feeling the virtual sounds of a flat six and the virtual gear shifts. That would be the direction for the future.”

The all-electric Porsche 718 Cayman and Boxster would be the most logical choices to adopt something similar. But Porsche will also sell both with combustion power, which may give it less reason to engineer (read spend on) the kind of simulated mechanical feel that the Ioniq 5 N thrives on. Why fake gears when real ones could be on the options list? Then again, if the electric 718 shows up feeling sterile next to a three-year-old Hyundai, Porsche will have some explaining to do.

Hyundai’s sharp-edged, China-only Ioniq V unveiled in Beijing last month looks so different from the Ioniqs we get in the West that it’s only natural that we’re fascinated to find out more about it. And now, thanks to some homologation paperwork logged with Chinese authorities, a few more details have come to light.

The most obvious new bit of information concerns the powertrains. Ministry of Industry and Information Technology (MIIT) filings show the Ioniq V will launch with a choice of two single-motor configurations producing either 188 hp (190 PS / 140 kW) or 225 hp (228 PS / 168 kW).

Review: More Porsche Than Hyundai, The Ioniq 6 N Is A Masterstroke

The punchier of those motors is familiar from our own Ioniq 5, but you won’t find the lower-tune version in an American or European 5. Even Hyundai’s own humble US-market Elantra outguns it with 201 hp (204 PS / 150 kW) in N Line spec. Range extender hybrid and dual-motor versions should follow, according to Hyundai’s plan, and though there’s no mention of a truly hot version, an N makeover could give this EV Lamborghini Temerario-style pace to match its me-too design.

For now, supercar speeds are definitely not on the agenda. A listed top whack of 103 mph (165 km/h) isn’t going to set any records, but the 800-volt charging architecture should at least mean the CATL lithium iron phosphate battery packs can fill rapidly. We still don’t know battery sizes, but the bigger of the two available packs claims more than 600 km (373 miles) on the optimistic CLTC cycle.

Close To An Ionq 6 In Size, Not Style

The Ioniq V measures 4,900 mm (192.9 inches) long and rides on a 2,900 mm (114.2 inches) wheelbase, giving it dimensions similar to the Ioniq 6 we can buy in the West. But visually, this thing heads in a very different direction. The low-slung body combines a coupe-like roofline with chunky surfacing, split headlights, frameless doors, and dramatic V-shaped wheels.

Hopefully, the badly misaligned liftgate seen in the rear shot of the white car isn’t representative of production models. That’s certainly fixable, though it’s probably too late to do anything about the weird shelving system that passes for a rear diffuser.

27-Inches Of Infotainment

The cabin looks rather better. Hyundai’s China team developed the car around a huge 27-inch ultra-thin 4K display paired with a Cyber Eye head-up display and ambient lighting inspired by nebula imagery. The system also integrates Qualcomm’s Snapdragon 8295 cockpit chip together with AI features powered by Baidu and Volcano Engine technologies, Autohome reports.

Another major addition is Momenta-assisted Level 2-plus driving capability, something rapidly becoming essential for competing in China’s brutally competitive EV market.

Unfortunately for American buyers, the Ioniq V is almost certainly staying overseas. Hyundai developed it specifically for China under its new “global quality plus Chinese wisdom” strategy. That plan will see 20 new Hyundais of different powertrain types being unleashed in China over the next five years as the brand tries to shore up flagging sales.

Hyundai, MIIT

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

Hyundai EV owners just received a little more peace of mind over a part that some say has a 10 percent failure rate. This isn’t a backup camera, a loose windshield wiper, or a missing cotter pin either. It’s a part called the Integrated Charging Control Unit (ICCU), and when it fails, it basically strands the car.

The South Korean company has now extended warranty coverage to 15 years or 180,000 miles for some EVs with ICCU issues. That sounds great, but there’s more to the story unfolding right now.

Read: Hyundai Fixed His ICCU Then Let Thieves Total The Rest Before He Even Saw It

As we’ve highlighted both in the past and even this week, ICCU concerns are a big deal for Hyundai, Kia, and Genesis owners. The ICCU is one of those parts most owners never think about until it fails. It manages onboard charging and helps keep the 12-volt battery alive. It’s basically the EV equivalent of the old-school alternator’s job. When it dies, the car can lose power, stop charging properly, or simply refuse to start, and plenty of owners have been there.

Recently, Hyundai extended its warranty coverage on affected vehicles in Europe. According to a statement provided by Hyundai Motor America to Torque News, the automaker has approved a warranty extension for the ICCU on certain affected U.S. EVs, stretching coverage to 15 years or 180,000 miles, whichever comes first. That’s a major jump from the previous 10-year/100,000-mile protection. There are a couple of notable caveats to consider, though.

What About Kia And Genesis?

First, there’s no word from Kia or Genesis yet about if they’re also going to extend coverage on affected cars. While it’s highly likely that each will end up extending their coverage, too, an official statement would be nice. Carscoops reached out to both brands but didn’t receive a response at the time of writing. The second concern is how Hyundai’s warranty tool works.

Hyundai says affected owners should check their VIN through Hyundai Motor America’s campaign lookup tool and contact dealers if they see warning lights, charging issues, or reduced power. Sounds simple enough, but when many owners check the site, they get nothing.

Multiple commenters on the original report say they’ve entered VINs for 2022, 2023, and even recently failed 2025 Ioniq 5s, only to see no ICCU campaign listed at all. Finally, there’s reason to wonder if Hyundai has fixed the ICCU issue altogether or if the potential replacement parts will one day fail as well. That’s at the heart of a new lawsuit that Hyundai hasn’t yet responded to. At this point, no one knows, but owners surely hope this isn’t the case.

Hyundai has introduced their “most luxurious electric SUV to date.” It’s the 2027 Ioniq 9 Performance Calligraphy Black Ink and it comes with a spec sheet almost as long as its name.

Designed to appeal to customers seeking “maximum luxury, exclusive design, and top‑tier performance,” the range-topping trim embraces the blackout trend as it sports a black chrome front skid plate, black badging, and black window surrounds. They’re joined by gloss black roof rails and black 21-inch wheels that are exclusive to the model and sport a turbine-style design. If that isn’t black enough, you can order the crossover in Abyss Black Pearl.

Review: The 2026 Ioniq 9 Calligraphy’s Biggest Threat Is Hyundai Itself

The dark theme continues inside, where customers will find a black H-Tex interior with black aluminum trim. Hyundai didn’t say much about equipment, but the crossover has a six-seat cabin with “Relaxation Seats” in the first- and second-row. They feature power adjustment, heating, and ventilation. There’s also a heated third-row.

Other highlights include an eco‑suede headliner, a digital rearview mirror, and a panoramic glass roof. They’re joined by a 14-speaker Bose premium audio system and a 10-inch head-up display.

Customers can also expect a 12.3-inch digital instrument cluster, a 12.3-inch infotainment system, and a wireless smartphone charger. Other highlights should include a heated steering wheel and a power liftgate.

Power comes from a 110.3 kWh battery pack that feeds a dual-motor all-wheel drive system producing 422 hp (315 kW / 428 PS) and 516 lb-ft (699 Nm) of torque. This should enable the model to have a range of approximately 311 miles (501 km) on a single charge. When the battery is low, a 350 kW DC fast charger can take it from 10% to 80% in as little as 24 minutes.

The 2027 Ioniq 9 Performance Calligraphy Black Ink will arrive at dealerships this summer and pricing will be announced closer to launch. However, we can expect the model to be even more expensive than the 2026 Ioniq 9 Calligraphy, which begins at $74,990 before a $1,600 destination fee.

The Hyundai Ioniq 5 N made the driving experience engaging, playful, and more akin to the experience of a combustion car. After plenty of praise surrounding the fake gearshifts and engine noise used in this model, Hyundai expanded the tech to the 6 N and Ioniq 9. Soon, it’ll find its way into more mainstream Hyundai EVs.

More: Hyundai’s N Rule Was Simple Until The Ioniq 3 Made It Inconvenient

“We really want to have a proper [driving] experience – not just the sound, but a bit of the boost,” Hyundai Europe product vice president Raf van Nuffel told Carsales. What he’s referring to is that Hyundai doesn’t just use fake engine sounds. It manages power so that when drivers call for a ‘gear shift’, the car feels like a clutch engaged and released.

The system can be switched off, so drivers won’t have to use it. That said, it’s a defining feature of models like the 5 N, and most enthusiasts seem to enjoy it. Introducing the feature to the Ioniq 9 and other mainstream cars down the road could help Hyundai stand out from a crowd of otherwise silent contenders. Importantly, the brand says it won’t extend the features to base models, but there’s a reason for that.

“It is not something that we limit to N, but we have certain requirements – we do need a minimum level of power to have this clutch-type feeling. We are not going to offer it across the range, but definitely [there is] more to come without always having to go for 600 horsepower,” van Nuffel said.

There’s little doubt that fake engine sounds have been divisive. Despite that, plenty of automakers use them now, and they’re not just limited to EVs. Combustion cars often pipe in faux exhaust noise to “enhance” the driving experience. Hyundai is taking that approach and adding in more than just audible sensations. Considering that owners can choose if they want them or not, this seems like a win-win.

Hyundai and Kia have built some genuinely impressive electric vehicles over the last few years but one issue continues to plague many owners. A single part called the Integrated Charging Control Unit, or ICCU for short, manages charging between the high-voltage battery and the 12-volt system to ensure both systems work properly and in harmony.

The thing is that when the ICCU fails, the car can largely become a giant brick. Hyundai and Kia have issued recalls to fix ICCU-related issues but now a class action lawsuit claims that the fix is just using more bad parts.

More: Hyundai Fixed His ICCU Then Let Thieves Total The Rest Before He Even Saw It

The lawsuit, filed in U.S. District Court for the District of New Jersey, targets Hyundai Motor Company, Kia, Genesis Motor, and Hyundai Kefico, the supplier behind the charging control units. Affected vehicles include the 2022–2024 Kia EV6, 2022–2024 Hyundai IONIQ 5, 2023–2025 Hyundai IONIQ 6, 2023–2025 Genesis GV60, 2023–2025 Genesis Electrified GV70, and 2023–2024 Genesis Electrified GV80.

According to the filing reviewed by Carcomplaints, the central grievance isn’t that these cars have problems. It’s that they allegedly keep having them after a recall was meant to put the matter to rest. Two plaintiffs, Hayes Young of New Jersey and Roy Williams of Kentucky, say their recall service accomplished nothing.

Young says his 2023 IONIQ 5 SEL suffered a dead 12-volt battery in December 2025 that required replacement under warranty. He claims the problem returned, and his dealer allegedly pointed to the ICCU as the cause, yet no replacement was offered.

Williams says his leased 2025 EV6 entered limp mode after a loud bang, requiring a tow to the dealer. After battery charging, software updates, and eventually a battery replacement failed to solve things, the ICCU was reportedly replaced in March 2026.

The lawsuit also cites owner complaints involving charging plug damage during home charging and dashboard warnings like “Check Electric Vehicle System” and “12-volt battery voltage low stop safely.”

Importantly, none of the defendants (Hyundai, Kia, etc) has responded to the suit. Typically in cases like this, the automaker(s) will file a motion to dismiss but it may be several days or longer before the next step in the process takes place.

Hyundai barely let the paint dry on its wild Venus concept before rolling out the production version in Beijing. Meet the new Ioniq V, a China-focused EV that arrives just weeks after its show car preview, skipping the usual year-long tease-and-wait routine.

More: Hyundai’s N Rule Was Simple Until The Ioniq 3 Made It Inconvenient

And yes, it still looks like Hyundai raided several design studios at once. There’s a wedgy nose, razor-thin lighting, a tall crossover stance, and more than a hint of Italian supercar drama up front. We can see everything from the Toyota Prius to the Tesla Cybertruck and Lamborghini Temerario in the design without having to squint too hard.

The V is the first dedicated production Ioniq model created specifically for China, and it launches a new styling direction Hyundai calls Origin. It also forms part of a much bigger plan. Hyundai says it will launch 20 new models in China over the next five years, covering battery EVs and range-extended EVs, while targeting annual sales of 500,000 vehicles.

One of those vehicles is an SUV coming next year, which is believed to be a production version of the Earth SUV concept Hyundai is showing alongside the V at Beijing.

Size matters in China, or to be more precise, the amount of rear legroom, and Hyundai says the V comes properly prepared. It measures 4,900 mm (192.9 inches) long, 1,890 mm (74.4 inches) wide, and rides on a 2,900 mm (114.2 inches) wheelbase, meaning it has a similar footprint to the Ioniq 6. That should give passengers plenty of space to stretch out, and make the driver thankful for a full set of parking sensors and cameras.

27-Inch Display

Inside, we get a new kind of screen treatment from Hyundai. The dashboard is dominated by a 27-inch ultra-thin 4K panoramic infotainment display, backed up by a head-up display that projects information directly into the driver’s line of sight. There’s also an eight-speaker audio system with Dolby Atmos and ambient lighting.

Average Range

No battery or powertrain specs were revealed, but 800-volt charging is confirmed, and Hyundai says the long-range version claims more than 600 km (373 miles) of driving range under China’s CLTC test cycle. Given that the CLTC test is notoriously optimistic, a likely real-world figure of less than 320 miles (483 km) doesn’t look very impressive in an era where BMW EVs can top 400 miles (644 km).

Whether the V eventually heads to Europe or America, perhaps as a replacement for the slow-selling Ioniq 6, remains unclear, but Hyundai is openly treating China as both laboratory and launchpad, so expect at least some of the ideas developed there to appear in your local showroom in the West soon.

Electric performance cars are still working out what they want to be. Some feel quick but distant, others try a bit too hard. The new Hyundai Ioniq 3’s design has already picked up some unflattering Pontiac Aztek comparisons, yet this all-electric hatch could still be first in line for the N treatment.

Hyundai’s N performance division fast dabbled in the world of performance EVs with the Ioniq 5 N three years ago, proving it was possible to build an electric car that’s fun and engaging to drive. It’s since followed this up with the Ioniq 6 N, and senior executives at the company appear open to the idea of an Ioniq 3 N.

Read: Hyundai’s Ioniq 3 Looks Like Someone Crossed A Veloster With A Pontiac Aztek

“We are looking into different ways to expand the N line-up,” Hyundai Europe product vice president Raf van Nuffel told Car Sales. “N was always about cornering and fun to drive. When we launched the i30 N, it was not about the sheer 0-100km/h number and so on. It’s about having fun while driving,” noting a smaller and lighter vehicle like the Ioniq 3 doesn’t need supercar-levels of performance.

Up until now, Hyundai has shied away from making any N EVs that use cheaper 400-volt architectures, citing concerns that they lack cooling systems to maintain on-track performance. Lower charging speeds could also impact their appeal for those seeking out their local circuit. However, it seems executives are reversing this stance and see an opportunity to make the Ioniq 3 more exciting.

Hyundai Could Follow Kia’s Lead

Kia has launched a GT-branded version of its EV3, and it shares many of its parts with the Ioniq 3, so there’s certainly scope for the Hyundai to be given some extra power. In the case of the EV3 GT, a pair of electric motors delivers 288 hp (215 kW) and 345 lb-ft (468 Nm) of torque, figures right in line with current combustion-powered hot hatches, including Hyundai’s own i30 N.

Speaking about the possibility of an Ioniq 3 N last year after the reveal of the dramatic Concept Three, the president and chief executive of Hyundai Motor Europe, Xavier Martinet, indicated such a project was under consideration.

“The concept is quite sporty, and obviously you have heritage with the N brand. I think it’s a fair topic to consider,” he said.

Hyundai has unveiled a new gateway model for its electric Ioniq range in Europe. The Ioniq 3 develops last year’s Concept Three into a new production model described as an “aero hatchback” though it does come with various crossover styling cues.

More: Hyundai’s Ioniq Concepts Forgot They Were Supposed To Look Like Hyundais, Especially The Lambo One

Measuring 4,155 to 4,170 mm (163.6 to 164.2 inches) in length, depending on the version, the EV is roughly the same size as the Hyundai Bayon. Its 2,680 mm (105.5-inch) wheelbase, however, matches the Elantra. Within Hyundai’s zero-emission lineup, it sits above the Inster and below the Kona Electric, effectively taking on the role of a junior Ioniq 5.

The more experimental bits from the concept have quietly disappeared. No Veloster-style asymmetrical doors here. Just a regular five-door layout that is easier to live with and, more importantly, easier to sell. Up front, split LED lighting is paired with four illuminated dots that echo across the rear, spelling out an “H” in Morse code.

Speaking of the rear, the stubby silhouette flirts with some less flattering comparisons, not least the infamous Pontiac Aztek. A split rear window, bisected by a thick horizontal bar that holds a rear wing, does it no favors, though to be fair, it still comes off better than the much-derided Pontiac effort.

Elsewhere, the production model adds visual weight through chunkier surfacing and more plastic cladding than the concept suggested. Hyundai claims a drag coefficient of 0.263, which is respectable given the shape.

Hyundai showed the range-topping N Line, set apart by sportier bumpers, an integrated diffuser, a rear spoiler, and model-specific 19-inch alloy wheels (base model rides on 16-inch wheels). Those elements are finished in black, tying in with the roof, A-pillars, side skirts, and the cladding around the wheel arches.

Xavier Martinet, President and CEO of Hyundai Motor Europe, said that the Ioniq 3 is “Built for people’s real everyday needs”, combining “segment-leading driving range and aerodynamics with extraordinary levels of space, comfort and practicality”.

High-Tech And Spacious Interior

Inside, the centerpiece is a 14.6-inch free-standing touchscreen, while lower trims make do with a smaller 12.9-inch display paired with a compact digital instrument cluster. Both run Hyundai’s new Google-based Pleos infotainment system, making its debut in a production model. Thankfully, there’s a row of physical switches mounted above the climate vents and additional tactile controls on the N-branded steering wheel.

Hyundai designers integrated the gear lever on the right stalk, freeing up space on the slim two-story center tunnel for cup holders, storage cubbies, and a wireless charging pad. Other highlights include a practical tray on the dashboard, heated and ventilated Relaxation Seats, rear climate vents, a panoramic sunroof, a Bose Premium audio system and a comprehensive Hyundai SmartSense ADAS suite.

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The boot has a double floor with a Ford Puma-style Megabox underneath. Total capacity stands at 441 liters (15.6 cubic feet), which is competitive for something this size.

Two Electric Powertrain Options

Underneath, the Hyundai Ioniq 3 rides on a 400-Volt version of the E-GMP architecture, just like the Kia EV3 and EV4 siblings. At launch, it will be offered in two front-wheel-drive configurations.

The Standard Range model comes with a 144 hp (108 kW / 147 PS) electric motor and a 42.2 kWh battery offering 214 miles (344 km) of WLTP range. The Long Range features a slightly less potent 133 hp (100 kW / 135 PS) electric motor and a larger 61 kWh battery, stretching the range to 308 miles (496 km) on a full charge. Both variants have the same 250 Nm (184 lb-ft) of torque.

What About A Proper Hot Hatch?

For those after something with a bit more edge, Hyundai’s N division is reportedly exploring a baby hot hatch spun from the Ioniq 3. It is an easy leap, given the platform already supports dual-motor setups delivering up to 288 hp (292 PS / 215 kW), as seen in the range-topping Kia EV3 GT-Line.

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Besides the extra punch, the Ioniq 3 N will likely benefit from a more aggressive stance along with a unique setup for the chassis and the electronics, borrowing a few tricks from the Ioniq 5 N and Ioniq 6 N stablemates.

Market Availability

The Hyundai Ioniq 3 is set to launch in Europe later this year, with production based in Turkey. That also explains its absence from the US market, where tariffs would push pricing beyond what makes sense for a car in this segment.

It will step into a crowded field, going up against electric subcompact SUVs like the Kia EV3, Mini Aceman, Renault 4 E-Tech, Ford Puma Gen-E, Jeep Avenger, Alfa Romeo Junior, Volvo EX30, and Opel Mokka Electric. On the hatchback side, it will also face off against the Renault 5 E-Tech, BYD Dolphin, MG4 EV, and the upcoming VW ID. Polo.