More than a year after making its digital debut, Lancia’s long-awaited hot hatch has finally rolled onto the tarmac. The sub-compact Ypsilon HF was officially launched at the Balocco proving ground in Italy, giving the world a first proper look at the fastest, most expensive Ypsilon to date.

More: The First Electric GTI Isn’t From VW

For those who like the sporty aesthetic without the price tag (or the horsepower), there’s also the HF Line for the supermini, a trimmed-down alternative available in both hybrid and electric form. It keeps most of the visual drama while skipping the mechanical upgrades.

Performance

Starting with the full-blown Ypsilon HF, the hot hatch is equipped with a single electric motor generating 276 hp (207 kW / 280 PS) and 345 Nm (255 lb-ft) of torque. That puts it right in line with other high-performance EVs under the Stellantis umbrella, such as the Abarth 600e, Alfa Romeo Junior Veloce, and the upcoming Opel Mokka GSE and Peugeot 208 GTI.

With the help of a front-mounted Torsen limited-slip differential, the Ypsilon HF can launch from 0 to 100 km/h (62 mph) in 5.6 seconds. While that’s quick for its class, top speed is less impressive, capped at 180 km/h (112 mph). Power is drawn from a 54 kWh battery, providing a WLTP-rated range of 370 km (230 miles) between charges.

The HF rides on a stiffened chassis with revised suspension geometry and a lower stance. It sits 20 mm (0.8 inches) closer to the ground than the standard Ypsilon and gets a wider footprint, with 30 mm (1.2 inches) added to the front and rear tracks. Braking has also been upgraded, courtesy of an Aclon system with monobloc four-piston calipers and 355 mm discs up front.

Rally-inspired Looks

Visually, the Ypsilon HF stands apart with a sportier bodykit and unique 18-inch alloy wheels. Compared to the standard model, it features redesigned bumpers with larger intakes, wider fenders with aero extensions behind the front wheels, a rear diffuser, and the HF badge featuring the iconic red elephant. It’s offered in Nero Ardesia, Bianco Quarzo, and Arancione Lava, the last of which pays tribute to the racing liveries of classic Fulvia and Stratos models.

Inside, the Ypsilon HF gets an electric-blue dashboard, aluminum pedals, sports seats wrapped in Econyl, and a generous scattering of HF logos. Standard equipment includes dual 10.25-inch displays with custom graphics, wireless charging, ambient lighting, and Level 2 driver assistance features. Lancia’s quirky “multifunctional coffee table” console is also along for the ride.

The HF Line As A Budget Alternative

If the full-fat HF is a bit much for your wallet, or you just don’t need all that power, the HF Line delivers the visual flavor at a more digestible price. It wears the same bumpers and logos as the HF, but skips the wide fenders and drops down to 17-inch alloys. Inside, it gets its own version of sporty seats featuring a “cannelloni-style” design with orange stitching. It’s still dramatic, just with a milder aftertaste.

More: 2025 Lancia Ypsilon Hybrid Gains More Power Without Gaining More Power

Despite its aggressive styling, the Ypsilon HF Line doesn’t come with any performance or chassis upgrades. It’s available with either a mild-hybrid 1.2-liter three-cylinder engine producing a rather poor 109 hp (81 kW / 110 PS), or the standard electric powertrain. In its ICE form, the HF Line does 0 to 100 km/h (62 mph) in 9.3 seconds, a full 3.4 seconds slower than the HF. Oddly enough, it manages a higher top speed of 190 km/h (118 mph).

Price and Release Timeline

The Ypsilon HF is scheduled to hit European dealerships after the summer, while the HF Line is already available for order. In Italy, the fully electric HF starts at €39,200 ($45,900), which makes it the priciest Ypsilon ever sold. The HF Line, on the other hand, starts from a much more palatable €22,450 ($27,300) with the mild hybrid.

Track-Ready Versions

Lancia isn’t stopping at the road-going versions. The brand also shared details on two racing-spec Ypsilons, both powered by non-electrified 1.2-liter turbocharged three-cylinder engines and featuring mechanical limited-slip differentials up front.

More: Is Stellantis Secretly Working On A New Lancia Fulvia?

The entry-level Ypsilon HF Racing produces 143 hp (107 kW / 145 PS) and aims for value-conscious racers with a starting price of €38,900 ($45,600). At the top of the heap sits the Ypsilon Rally 4 HF, packing 209 hp (156 kW / 212 PS), a five-speed Sadev gearbox, upgraded brakes, and proper rally hardware. That one will cost you though, as it starts at €74,500 ($87,400).

Lancia

The road to the 14,115-foot summit of Pikes Peak is no place for half measures. But that’s exactly what Ford is doing for the 103rd Race to the Clouds – sort of. Of course, when one’s ‘half-measure’ is a super EV with 1,421 horsepower (1059 kW), it’s probably more of a prudent move than others. The crazy bit is that even with half of the available power on board, this Pikes-Peak-bound Mustang Mach-E sounds absolutely monstrous, though, to be fair, it won’t actually be making any noise.

Read: Ford Built An Insane Mustang Mach-E Coupe, But You Can’t Buy It

We’ve known for a few weeks that the Mach-E Ford is bringing to Colorado Springs was going to be fast. The automaker confirmed the car would make 6,125 pounds (2,778 kg) of downforce, but didn’t say much about power.

Now, we know that it’ll carry the same overall package: a trio of six-phase motors (one on the front axle, two on the rear), that the SuperTruck from last year did. This year, though, the drivetrain will make 1,421 horsepower and overall weighs some 260 pounds (117 kg) less.

The Mach-E’s New Tricks

“We’re continuing to push the boundaries of what’s possible with electric vehicles,” said Mark Rushbrook, global director of Ford Performance. “This Super Mustang Mach-E demonstrator represents the next stage in our electrification journey — lighter, leaner, just as powerful, and more capable in high-altitude competition.”

What he didn’t say there is that Ford also has a quad motor version that can make 2,250 horsepower (1677 kW) , reports TheDrive. For whatever reason, it won’t be racing this year.

Still, the package headed to Pikes Peak sounds potent enough. It uses a new rocker-arm suspension setup, carbon ceramic brakes, and even more downforce than previously confirmed. That’s right, 6,125 pounds was the old number. Now, we know that it’ll actually make 6,900 pounds (3129 kg) at 150 mph. Now the question is whether or not all of that will be enough to win.

Romain Dumas: The Secret Weapon

Thankfully for Ford, having Romain Dumas at the helm won’t be a hindrance. “After last year’s incredible run with the F-150 Lightning SuperTruck and SuperVan 4.2 before it, I’m honored to be back with Ford to take on this challenge once again,” said Dumas. “This Mach-E is a different beast, and we’re excited to see what it can do on the mountain.” If anyone can win with this car, it’s gotta be Dumas.

He’s the man who currently holds the overall record, 7:57.148 in a Volkswagen ID.R concept from 2018. While VW doesn’t seem to have done much with whatever it learned that year, Ford says what it’s doing here will translate directly to production cars.

“Racing is our test bed,” added Rushbrook. “Every data point we gather on the mountain helps us build better electric vehicles for our customers — whether it’s maximizing power delivery, improving regen strategies, or managing heat in extreme elevation changes. What we learn here goes straight into future production.” How exactly that’ll translate to what you drive in a few years is up for debate.

A Four-Door Mustang? Maybe

Finally, let’s just go on record as saying that a four-door Mustang might sound like sacrilege, but if it looks anything like this, it might be good. We’ll be on the lookout for the Mach-E on America’s mountain on June 22nd. 

The countdown to the 103rd running of the Pikes Peak International Hill Climb continues as Hyundai and Evasive Motorsports have unveiled a hardcore Ioniq 5 N. It’s slated to race up the 12.42 mile (20 km) long course on June 22 with Rob Walker behind the wheel.

Billed as Evasive Motorsports’ “most ambitious EV project to date,” the specially prepared Ioniq 5 N Pikes Peak has undergone a radical transformation and lost 500 lbs (227 kg) in the process. That’s a significant reduction and it was made possible by stripping the interior and creating a new set of doors out of carbon fiber. They’re joined by a carbon fiber tailgate and a number of one-off components.

More: Acura’s Tackling Pikes Peak With A Hardcore Integra Type S

Evasive said one of the biggest hurdles was sourcing competition parts, since very few exist for the Ioniq 5 N. However, Japan’s Voltex stepped up and created an aerodynamic body kit that includes a carbon fiber splitter, bulging fender flares, and new side skirts. They’re joined by carbon fiber underbody paneling and a massive rear wing.

Aerodynamics aside, the car has been outfitted with Krontec air jacks and 19-inch Titan racing wheels wrapped in Yokohama racing slicks. They’re joined by a six-point roll cage and a Moton coilover suspension with prototype anti-roll bars from EVS Tuning. Rounding out the highlights are CSG Spec brake pads and a Sparco carbon fiber seat.

Since the electric motors can’t be tuned, the car features a familiar dual-motor all-wheel drive system producing up to 641 hp (478 kW / 650 PS) and 568 lb-ft (769 Nm) of torque. This enables the road-going model to accelerate from 0-60 mph (0-96 km/h) in 3.25 seconds, before hitting a top speed of 162 mph (261 km/h).

Evasive Motorsports co-president Mike Chang said they’re aiming to “break the elusive 10-minute barrier” this year. He added, “We’ve come close in the past and feel it’s far more achievable with the Ioniq 5 N.”

Opel has given its GSE performance sub-brand for electric vehicles a fresh update, and before the first production model hits the streets, they’ve already rolled out a rally car. Named the Mokka GSE Rally, it’s a more rugged, performance-focused version of the compact SUV, featuring an electric powertrain and a suite of chassis upgrades.

Visually, the rally-ready Mokka stands out with a special livery featuring black, gray, and yellow graphics. It rolls on large alloy wheels with yellow brake calipers, and the sporty front and rear bumpers, along with a roof-mounted intake, set it apart from the standard Mokka Electric.

More: New Peugeot 208 Racing Leaves Us Begging For A Rallye We Can Actually Buy

Some of these features, like the more aggressive body kit, will likely carry over to the roadgoing Opel Mokka GSE. This performance version of the electric SUV is expected to debut in late 2025, likely sharing specs with its mechanically similar counterparts, the Abarth 600e and Alfa Romeo Junior Veloce.

Back to the rally car, it is compatible with the FIA’s new eRally5 regulations and will eventually replace the Opel Corsa Electric Rally that has been around since 2019. The SUV is fitted with a single electric motor delivering 278 hp (207 kW / 280 PS) and 345 Nm (255 lb-ft) of torque. Power is transmitted to the front wheels via a multi-plate limited-slip differential and a racing transmission.

The 54 kWh battery pack is carried over from the Mokka Electric but gets added protection with a special encapsulation and underride guard. Chassis upgrades include a rally-spec suspension from Bilstein, with reinforced McPherson struts in the front and modified springs and dampers on the rigid rear axle. Additionally, the ABS, ESP, and traction control systems have been removed, giving drivers full freedom to push the Mokka to its limits across various terrains.

More: Lancia Returns To Rallying With Ypsilon Rally 4 HF

The interior of the rally car has been stripped out, and features a FIA-certified roll cage, as well as a pair of bucket seats with six-point harnesses. For safety, the 400-volt system will automatically shut down in the event of a collision, while the fire extinguishing system features an electrically non-conductive extinguishing agent.

Opel plans to offer the Mokka GSE Rally to private customers and teams starting in the 2026 rally season, but before that, you’ll get a chance to see the prototype in action at the ELE Rally Eindhoven in the Netherlands, set for May 23-24. This event is part of the ADAC Opel Electric Rally Cup, which will feature the Corsa Rally Electric, another electrified rally contender.

The reception to the all-electric Dodge Charger Daytona has been, well, less than enthusiastic. Critics have pointed out that it’s too heavy, too bulky, and, frankly, feels somewhat half-baked. To top it off, it doesn’t set your pulse racing the way the classic V8-powered Challenger did. Things have gotten so rough that Dodge has decided to pull the plug on the base Daytona R/T for the 2026 model year, leaving only the Scat Pack as the remaining option.

Read: You Aren’t Buying It, So Dodge Is Killing The Electric Charger Daytona R/T (Update)

So, how does the Charger Daytona Scat Pack stack up against the competition? Edmunds recently put it head-to-head with one of the best value-for-money electric performance cars around right now, the Tesla Model 3 Performance, in their U-Drag race.

Edmunds’ U-Drag Race pits two cars against each other in a straight-up test of acceleration and handling, with real-world drag racing and tight cornering on display. It’s a test of how these cars actually perform when pushed to their limits.

Price Gap: More Than Just a Numbers Game

Let’s talk numbers for a moment. The Tesla comes in at a much lower price, $56,630 with destination charges included, while the Charger Daytona Scat Pack starts at $70,190 with no options. Add in a few optional features, and that gap widens to nearly $28,000. Both cars qualify for the $7,500 federal tax credit. But let’s not get distracted by the price just yet; it’s time to talk performance.

Tesla’s Clear Edge in Acceleration

Accelerating away from the line, the Model 3 Performance has the clear advantage. Tesla says its twin electric motors combine to produce 510 hp and 554 lb-ft (751 Nm), whereas Dodge says the Charger Scat Pack is good for 670 hp and 627 lb-ft (850 Nm). On paper, it’s a tight match. The more powerful Dodge claims a 0-60 time of 3.3 seconds, while Tesla states the Model 3 Performance hits 60 mph with a rollout in just 2.9 seconds.

In reality, not only does the Tesla easily pull away in both races, but even as the speeds exceed 60 mph, it continues to stretch ahead, arriving at the braking point well ahead of the Charger. In the first race, the driver of the Dodge was able to close the distance under braking, but the Model 3 handles better and performs a tighter and quicker U-turn, thanks in part to its more neutral handling, the reviewers note.

During its tests, Edmunds recorded a best 0-60 mph time in the Tesla of 3.1 seconds and 3.7 seconds for the Dodge. The Model 3 then stormed down the quarter mile in 11.3 seconds at 122.1 mph (196.4 km/h), compared to the 12.0 seconds of the Dodge at 118.7 mph (191.0 km/h). Interestingly, the Charger had the advantage in lateral grip, pulling a peak of 1.19G compared to the Tesla’s 1.13G. But, that wasn’t enough to make up for its slower acceleration.