All New KIA

Hyundai first hinted at the prospect of a high-performance Ioniq 6 just weeks after unveiling the standard electric sedan in mid-2022. However, we have reason to believe the next production version won’t be as eye-catching as the RN22e concept. A new spy video captured at the Nürburgring shows the sleek four-door EV wearing “Don’t just drive” camouflage.

English: It doesn’t look as powerful as the RN22e as it lacks the concept’s prominent rear fenders. That said, it could still be a bit wider than the standard model. After all, the Ioniq 5 N is slightly wider than the lower trims. There are some changes up front where the test mule appears to have split headlights. Logic tells us the spicy N derivative will be based on the updated Ioniq 6. It wouldn’t make sense to adopt the split headlight theme just for the N model. We think any curvy electric sedan would have that. The main headlights appear to be lower in the bumper, beneath what could be a wide LED light bar. If so, that would mimic the layout used by the latest Sonata.

While the prototype has side cameras, they are only legal in certain parts of the world. Elsewhere, the Ioniq 6 N will have traditional side mirrors. The camouflage used for the rear wing is pointless as we can see the large aerodynamic element attached to the trunk lid. The standard car is already a looker, but the N version should be an even more eye-catching sedan.

The car hides large air intakes at the front, where the bumper is slightly more pronounced than the regular Ioniq 6. Hyundai has probably reworked the rear bumper as well, but it doesn’t appear to have the large diffuser that the RN22e has. That’s probably for the better as it would be overkill for a production car.

As expected, the prototype rides low to the ground thanks to a stiffer suspension setup. We also see chunky brake calipers in red and the N logo hidden behind the black wheels. Given the lower center of gravity compared to the Ioniq 5 N, its sedan sibling should handle better on the track.

Technical specifications are still a mystery, but Hyundai will likely adopt the dual-motor, all-wheel-drive setup from its sporty electric crossover. The Ioniq 5 N packs 641 horsepower and 545 pound-feet of torque, enough to accelerate from 0 to 60 mph in 3.4 seconds. That higher-end model tips the scales at 4,861 pounds, but the sedan version could be a bit lighter considering the regular Ioniq 6 is slightly lighter than the equivalent Ioniq 5.

There are rumors that it will have more power, but nothing is official at this time. The 84 kWh battery pack allows for a range of 221 miles on the Ioniq 5 N. However, the sleeker sedan shape could give the Ioniq 6 N a longer range. When compared to the regular versions of both EVs, the sedan has a slight edge over the crossover in terms of range.

Given that the car has only just entered the Green Hell, Hyundai's first all-electric sedan likely won't make its debut until late 2025. It's unclear whether its official launch will coincide with the regular model's facelift, or whether the N will arrive a little later.

When it comes to first-world problems, buying a new supercar can be frustrating. Why? Because a better version is usually just around the corner. That may be the case here since the Corvette ZR1 just came out, but Chevy appears to be testing its true C8 flagship, the Zora. A fully camouflaged prototype of the mid-engined American has been spotted testing at the Nürburgring.

Our first impressions are of a ZR1 undergoing final evaluation. After all, it’s not unusual for automakers to launch a new model and still be testing weeks or even months after its official launch. The ZR1 debuted in late July, but production won’t begin until next year, so there’s still time to iron out any rough edges. However, there’s a yellow sticker on the engine cover that indicates the prototype is electric, whereas the ZR1 is not.

There are other, less obvious changes compared to the ZR1. Up front, the test car appears to have a vertically mounted cooling radiator, like the E-Ray all-wheel-drive hybrid. Zora or not, whatever it is, it’s a very fast car as it cruises down the Nordschleife at speed, passing several other prototypes in the process.

If you’re wondering why the engine is so quiet, there’s a logical explanation. See those downward-pointing quad exhaust tips? That’s to keep the prototype from violating track noise regulations that dictate cars can’t exceed 130 decibels. Many other Corvette test cars have had that in the past, and this Zora-to-be follows suit.

During our time with the ZR1, we noticed a gap in the center tunnel that could house the E-Ray’s 1.1 kWh battery. Additionally, the front cooling hoses bend around the area where you’d normally find an electric motor on a hybrid ‘Vette. Chief engineer Tadge Juechter even hinted at the prospect of other versions beyond the ZR1: “We’re still working on some things in the future.”

Coincidentally, I drove this Audi S6 a few weeks before the automaker introduced the electric-powered A6 and S6 E-Tron. Audi told Motor1 that the gas-powered A6 and S6 will stick around for a while alongside the electric cars—both are updated for the 2024 model year—but there’s no doubt where it’s headed. Audi’s launch of a new electric sedan recontextualizes its older sedans.

The A6 can trace its lineage back to the 1968 Audi 100, the first car from Audi as we know it today. The S6 embodies the typically German approach to automotive engineering: come up with an idea and stick with it no matter what. The traditional Audi drivetrain layout with the engine in front of the front-mounted transaxle originated in the 1930s, with the DKW F9the successor to the Volkswagen Beetle. The layout had its advantages; it created lots of interior space and easy packaging of all-wheel drive with a simple drive shaft running to the rear. However, it put the heaviest part of the car exactly where you didn’t want it, creating a potential nightmare for vehicle dynamics.

Front-engined cars generally have their engines mounted as far behind the front wheels as possible. Aside from Subaru, Audi is pretty much alone in this approach to packaging. This is where the “Audi understeer” trope comes from, and there’s some truth to it. So it seems like this layout would be an odd basis for a sports sedan.

But I think we have to consider how people actually use a car like this. Does anyone take an S6 to a racetrack? Probably not. Do people wake up early to carve up canyons in one of these? I doubt it. They use it like a regular luxury sedan, which happens to be faster than most other sedans. In that way, the S6 succeeds.

Chris Perkins / Motor1

Pros: Stunning Interior, Refined Styling, Powerful Performance

Despite being updated for 2024, the A6 is by far the oldest German midsize luxury sedan, with new versions of the Mercedes-Benz E-Class and BMW 5 Series debuting last year. I actually think that’s an asset. The interior still has plenty of physical knobs and switches that make sense, and despite having a second screen for the climate controls, it works very well. Plus, the car has a nice overall Audi feel. The company really knows how to make a car feel comfortable, and this one with the extended leather interior—part of the $8,200 Prestige package—is downright luxurious. This is one of those cars that just feels right the moment you step inside.

Gone are the days of the Audi S6 with its silly engines, twin-turbo V-8s and even V-10s. While not particularly characterful, the 444-horsepower twin-turbo V-6 is effective and even rhythmic at times. In the S6, it’s boosted by a 48-volt electric compressor that helps offset turbo lag, so there’s always good response from low revs, and the eight-speed automatic transmission is smooth and quick through the ratios.

Chris Perkins / Motor1

Chris Perkins / Motor1

Without the $4,000 S Sport Package, which includes rear-wheel steering, an electronically controlled rear differential and a sport exhaust, I don’t think the S6 is quite as capable a driver. But it’s competent on fast roads, with a ride that’s never too harsh despite its 21-inch wheels. Thanks to the height-adjustable air suspension with adaptive dampers for that.

Interestingly, the S6 no longer has a direct competitor, at least among gas-powered luxury sedans. Both the BMW 540i and the Mercedes-Benz E450 are less powerful, and less performance-focused, though both are slightly cheaper. Meanwhile, BMW no longer offers the M550i, and the Mercedes-AMG E53 is now a 603-hp plug-in hybrid that will likely cost significantly more than the 2025 S6’s base price of $76,995. (We tested a 2024 model, but that car is unchanged for 2025.)

Plus, there’s a real eye-catching appeal here. It may not be in this gorgeous Grenadine Red, but the S6 is relatively subtle and charming compared to the new E-Class and 5 Series. Get one of these cars in a dark color, too, and it’ll really turn heads.

Chris Perkins / Motor1

Cons: Not fun to ride, not the most inspiring machine

Like many Audis, it’s easy to see how the S6 fits into your life. It’s not the most thrilling four-door on the market, but as a luxury everyday car with some GT qualities, it’s a worthy choice. It drives well, without asking its owners to sacrifice performance.

I think there’s a real charm here, too. I’m a romantic when it comes to automotive history, and I appreciate Audi’s stubbornness in sticking to a familiar formula, even when many would argue that’s not the right approach. It’s a bit like Porsche sticking with a rear-mounted flat-six in its 911, even though rear-engined cars have been phased out. That’s something you only get from a German carmaker.

This mechanical layout will still be around for a few more years. After the gas-powered A6 is launched, Audi will replace it and the A7 with a single model bearing the A7 name, just as it did with the A4 and A5. However, the electric era will eventually cause Audi to abandon something it has done for decades. This is happening across the automotive industry, and while I certainly don’t want to say it’s a bad thing, it is there. We are starting to lose some of our ties to the past.

The inevitable is happening—Ferrari will launch its first electric car in 2025. Right now, it looks like a Roma and a Levante had a wild night together and had a baby. But don’t judge the looks just yet. This is just a test drive, complete with hilarious fake quad exhaust tips. Speaking of unreal, listen to the sound of that fake V-8. What a time to be alive, isn’t it?

We have to admit it sounds pretty convincing, so much so that non-car enthusiasts would think it’s real. However, the yellow high-voltage markings reserved for EV test vehicles are a clear sign that there’s no combustion engine under the hood. Another clue is represented by the clean, squeaky, slightly misaligned exhaust tips, which are attached to the rear apron with what looks like aluminum foil.

Back to the soundtrack, Ferrari CEO Benedetto Vigna recently said the company’s electric cars won’t be silent. Each zero-emissions Prancing Horse will have a special “sound signature,” and it appears Maranello’s first foray into EV space will mimic a V-8. Whether this “feature” will be an option or standard equipment remains to be seen.

It would be interesting to see if owners can turn it off. However, there are many places around the world where regulations require EVs to emit an artificial audible signal to alert passersby. For example, in 27 European Union states, the law mandates that electric cars must have an acoustic vehicle warning system. AVAS activates after starting the car and remains active until the vehicle reaches about 12 mph.

Ferrari isn’t the first Italian marque to develop a sporty sound for its performance cars. Besides the Maserati GranTurismo Folgore, even the lesser Abarth 500e features a Sound System Generator. The latter apparently took over 6,000 hours to complete to produce the sound of external speakers mounted under the rear of the car. If you haven’t heard it yet, here’s a “revving” sound on the electric hot hatch:

Still under Stellantis (though technically Ferrari isn’t part of it), the new electric Dodge Charger has something called the “Fratzonic.” It makes a similar V-8 note, and we’ll admit it’s pretty good. But nothing beats the sound of a big HEMI. The same goes for Ferrari’s naturally aspirated engines.

Fake noise aside, the first electric Ferrari could be more practical than the exotic carmaker’s usual supercars. The fact that it’s hidden under the Levante’s body suggests it could have rear doors and could be an SUV alongside the Purosangue unless it’s labeled as a GT.

We’ll know the true shape of the EV once the car paparazzi spot a prototype sporting a production body. That could happen either later this year or early 2025.

The Volvo C40 looks good. It’s fun to drive. It’s quiet, comfortable, and has enough tech to keep people entertained. And at $59,995 as tested for this single-motor, long-range Ultimate model, it’s not too expensive considering the current luxury electric vehicle market.

But while this car is great, I don’t know who it’s for. The C40 is a Volvo SUV—already a niche within a niche—with average mileage, average charging speeds, and less cargo space than its sister car, the XC40 Recharge. It probably won’t have many people slamming doors on Volvos, and after a week of driving it, I’m not sure even the most nerdy Volvo buyer will find much reason to take the C40 home.

If there is something that Possible To convince buyers, that’s how the C40 looks. As is typical of Volvo, the SUV has clean lines, soft angles, and a few important—but not overly sporty—signatures. The neatly raked roofline merges into a boot lid with a sporty spoiler atop it. The taillights stretch along either side of the rear glass for a nice, unified shape. The front end, meanwhile, retains most of the same elements that make the compact XC40 so appealing.

The interior follows suit: Sporty simplicity. You might be surprised to see cloth seats in a nearly $60,000 luxury vehicle, but they fit right in here. The front and rear seats have a nice shape and feel, making them easy to sit in for hours. The rest of the cabin uses clean, simple lines and high-end materials—and an 8.0-inch portrait-oriented touchscreen adorns the center of the dashboard.

Volvo uses Google’s built-in system with maps, voice assistant, Google Play Store access, and finally, Apple CarPlay. You still can’t use phone-based Android Auto, which is a bummer, but the C40 runs Google Maps and other functions smoothly enough. My only complaint is that the touch response isn’t on par with a modern smartphone, and the Android Automotive system hasn’t changed much since its debut in 2019.

Jeff Perez/Motor1

Pros: Sleek design, comfortable ride, clean cabin, affordable price

The longer-range single-motor model has a 78.0-kilowatt-hour (usable capacity) battery that powers a single rear-mounted electric motor. With 248 horsepower and 310 pound-feet of instant torque, the single-motor model takes 6.9 seconds to reach 60 mph, while the dual-motor version hits 60 mph in 4.5 seconds.

Most buyers will find the single-motor model to be plenty quick. It has no problem pulling ahead of traffic and picking up speed, or overtaking on the highway. Around town, the instantaneous electrons make it feel nimble, and the aggressive one-pedal driving function means you can manoeuvre without slamming on the brakes.

Jeff Perez/Motor1

Jeff Perez/Motor1

The C40 also has good cornering maneuverability. The updated 2024 model is rear-wheel drive, making it more fun to drive than some front-wheel-drive alternatives. The steering is quick, the suspension is responsive, and the single-motor model (while still a heavy vehicle at 4,453 pounds) feels lighter on its tires than some other EVs.

Ultimately, though, the single-engine C40 leans more toward comfort than sportiness. The cabin is quiet; there’s no annoying gas engine noise in the interior. The only thing you might hear is wind and tire roar at high speeds. I found the C40 to be one of the quietest EVs out there.

Jeff Perez/Motor1

Cons: Niche within a Niche, Outdated Infotainment, Below Average Range & Charging

But because of its sloping roof, the C40 isn’t quite as roomy as the XC40. Rear headroom is down 2.4 inches and cargo space is down 8.5 cubic feet compared to the previous model. It’s not entirely uncomfortable, but at six feet tall, my head almost touches the roof.

The single-engine C40 has the better range of the two models, going up to 297 miles on a single charge according to the EPA. The twin-engine model is only rated at 257 miles by comparison. That puts the single-engine C40 right in the middle; its range is better than the Genesis GV60 (294 miles) and Audi Q4 Sportback (265 miles), but it falls short of the Ford Mustang Mach-E (320 miles) and Tesla Model Y (310 miles).

Jeff Perez/Motor1

In terms of charging, the C40 sucks up electrons at 200 kilowatts on a DC fast charger. Volvo says you’ll go from 10% to 80% in 28 minutes. The Mach-E will do the same in 32 minutes at 150 kilowatts, and the Audi will go from 5% to 80% in 36 minutes at the same rate. The Kia EV6 and Genesis GV60 are the fastest chargers in the bunch, going from 10% to 80% in just 18 minutes at 240 kilowatts.

So who is the Volvo C40 really for? I still don’t know. The Model Y is superior, the EV6 and GV60 charge faster, and for a lot less money you can get a Mach-E with a range of 320 miles. If you want something that looks really good, Volvo has you covered. Otherwise, the C40 is a tough sell.

The Volvo EX90 is the Swedish brand’s first electric SUV to ride on a dedicated platform and is one of only a handful of three-row electric cars currently on sale in the United States. Its only competitors are the Kia EV9, Rivian R1S, and Tesla Model X—three powerful machines with long range, fast charging, and, for the most part, software-driven features that work well.

The same cannot be said for the EX90—at least not yet. Volvo makes grandiose promises about assisted driving, comfort, and other systems that use software that isn’t working as I write this. Not to mention the many bugs that should have been fixed before I drove the car. Given that Volvo controls all the software, these issues should have been fixed. I just can’t tell you when.

On paper, at least, the EX90’s transmission and chassis are impressive. Despite operating at around 400 volts, Volvo claims the car’s 111.0-kilowatt-hour battery (107.0 usable kilowatt-hours) can charge at a peak rate of 250 kilowatts. That’s faster than the Kia EV9 with its “800-volt” architecture (it’s actually closer to 600 volts in reality), and even faster than the Rivian.

Despite being one of the brand’s first electric vehicles, Volvo uses advanced technology to boost efficiency, such as a front inverter with Silicon Carbide MOSFETs (the rear uses insulated gate bipolar transistors), which many legacy automakers have yet to adopt in their EVs. That’s one of the main reasons why the EX90 can travel more than 300 miles on a single charge.

The SiC front inverter also delivers impressive straight-line performance. The EX90 produces 402 horsepower and 538 pound-feet of torque to all four wheels. An additional $5,000 for the “Twin Motor Performance” package delivers 510 hp and 671 lb-ft, but keep in mind, these are just software changes. The vehicle is capable of achieving these feats from a hardware perspective, even if you buy the 402-hp version.

Pros: Good Range & Charging, Quiet Interior, Solid Straight-Line Performance

Like other large electric vehicles, the EX90 is fast, but it’s not fun to drive. The steering is very stiff. Even at high speeds, there’s little to no connection between the front tires and the wheel itself. In fast or tight corners, you can hear the tires gripping with a desperate hum.

The EX90’s straight-line performance and superb ride—higher-trim EX90s use air suspension—are matched by its quiet cabin. Much of the glass is laminated for added silence, and a low drag coefficient of just 0.29 helps, too. Heated and cooled massaging seats and an impressive 25-speaker sound system complement the rest of the cabin.

The EX90’s cabin is a peaceful place to ponder why there are only two switches to adjust the four windows. A third button behind those two switches is used to toggle between the first and second rows. The lack of physical switches on the EX90 is puzzling. It’s such a serene interior, but it’s also incredibly distracting. It would be nice if all that clever software worked—but it doesn’t.

The pre-production EX90 I drove used a smartphone as a key fob. Connectivity issues made it difficult to start the car again after it had been turned off, and attempts to do so again triggered the vehicle’s emergency seatbelt tensioner, which was very unpleasant.

Even though the back seat was empty, the EX90 often thought there were passengers in the back seat. Then, suddenly, it thought there were two passengers. More friends. The car made a sound, forcing me to tighten my seat belt.

Perhaps the most annoying technical bug isn’t the bug itself, but rather the fact that the EX90 has a very prominent Light Detection and Ranging (or, LiDAR) protrusion on its roof, which is currently not working. The system itself is made by industry leader Luminar, and is capable of collecting a ton of data about the vehicle’s surroundings. Many experts believe that LiDAR is the key to driverless cars or, in Volvo’s case, better safety.

Again, the lack of functionality is due to software integration. For context, there’s even a smart cleaning nozzle on the end of the wiper to clean this sensor, but the sensor itself isn’t active yet. What a bummer.

Cons: Complicated interface, Software needs improvement, Poor steering feel

Volvo now has control over the car’s entire software, which the automaker says will make it easier to fix all of these issues and add functionality. To be completely transparent, I believe that. Many automakers, even non-legacy brands, struggle with software, but eventually, they work out their issues. Still, the statement, “Go buy this $80,000 car that’s not finished,” still makes the EX90 a tough sell.

I’ll say in good faith that Volvo will probably fix all of these issues. I’ll also say in good faith that you should probably wait until they do. Eighty grand is the base price for this thing. I just drove a fully loaded Kia EV9 a few weeks ago for $78,430, and while it had some niggles, it didn’t need to wait for an over-the-air update to get Danny Phantom out of the back seat. It also had switches for each window and physical buttons for things you use often, like climate control.

I’m not a diehard minimalist—okay, maybe a little. But regardless, the Volvo EX90 takes things too far. You can’t program your way out of it. But given its basics, the EX90 is a great EV. It has impressive range and charging performance, and makes competitors with similar battery life seem dated by comparison.

I’m not sure this car is any good. Say what you will about the Cadillac Lyriq; it’s a good car, even if it’s not a great EV. The former is far more important. The EX90 doesn’t feel like a complete vehicle, and only its competitors fit that bill. It’s a good car, a good EV, and for a slightly cheaper price.

Until Volvo can make all the bells and whistles go… uhh… whistle, the EX90 still has a long way to go.

Great cars don’t come from committees. Or practicality. Or plain common sense, really. Great cars come from genuine devotion, a little neurodivergent hyperfixation, and a team given enough latitude to define its mandate.

One of those great cars is the 2025 Hyundai Ioniq 5 N.

Despite being built on the framework of an electric commuter SUV, the Ioniq 5 N is one of the best-handling, most complete, and most engaging vehicles on sale today. It’s truly a driver’s car that prioritizes fun and thrills over travel time.

The i5N comes into play in an interesting context. The concern was that EVs would be too heavy and fat to be performance cars, but even at 4,861 pounds, the Ioniq weighs the same as the new and (controversially) hybrid Mercedes C63S E Performance, and is hundreds of pounds lighter than the latest BMW M5. Compared to the Mercedes, at least, the Hyundai is a lot easier to drive.

There’s still one big downside, though: You can’t use it on rough, winding roads because its real-world range is so limited. That’s a pretty big downside. That problem could soon be fixed with a shiny new NACS connector, but I doubt it’ll be that easy.

In our latest video for Motor1 YouTube channel, we take a deep dive into the Ioniq 5 N, guided by myself. Sit back and enjoy one of the most exciting cars on sale today—standing sideways amidst a cloud of tire smoke.