Almost a year to the day after announcing its new N performance line of EVs, beginning with the IONIQ 5, Hyundai has publicly unveiled the long-teased N version at the Goodwood Festival of Speed. The IONIQ 5 N combines past and present as a nod to Hyundai’s performance arm’s design characteristics, reimagined for the new age of EVs built for track performance and not just speed in a straight line. Ever seen an EV specifically designed for high speed cornering?
At less than seven years old in its own right, Hyundai Motor Group’s N and N Line performance remains a young sub-brand that is already reimagining itself as an all-electric, enhanced performance arm.
We first learned that N brand IONIQ EVs were coming last summer during the global premiere of the IONIQ 6. The end of the 6’s launch video featured Hyundai’s first three E-GMP models flocking along a racetrack before suddenly being joined by two additional models. We would soon learn those were Hyundai’s conceptual “rolling lab” N models.
That same day, Hyundai confirmed the IONIQ 5 would be its first production EV model to don the “N” performance badge. Since then, the team at Hyundai N has teased fans with video updates every couple of months as we approach the performance EV’s full debut at the Goodwood Festival of Speed.
The day has finally come my friends, and the IONIQ 5 N is on full display for all to see, equipped with design and performance features inside and out that are not only synonymous with Hyundai N, but also present a new breed of electric vehicles specifically designed with advanced racetrack capabilities.
Oh, and it can simulate fighter jet noises too.
The IONIQ 5 N is a new breed of EV, not a grocery getter
Hyundai’s IONIQ 5 hatchback (it’s a hatchback no matter what its makers say) continues to help pave the way for the Korean automaker as a serious contender in the global EV market. The “crossover” and its 800V E-GMP platform offer consumers some of the most advanced tech out there right now at very reasonable prices – a reason why the IONIQ 5 was voted car of the year by several organizations.
Still, at its core, the IONIQ 5 is tame. It’s an everyday passenger EV, and a damn good one at that, but not something you’re going to take to the track. The IONIQ 5 N, however, is an entirely different story. The N version is lower, wider, and more aggressive, thanks to its larger wheels (forged 21-inch aluminum and high-grip Pirelli P-Zero tires).
Beginning with the exterior, you’ll notice a new N Mask mesh fascia above a front air curtain with three active air flaps to help cool the EV’s battery. Atop the rear, Hyundai N has added a wing-type spoiler, diffuser, and air outlet to optimize airflow and aerodynamics. The team isn’t sharing the drag coefficient just yet, but the N model is more aerodynamic than the standard IONIQ 5, in addition to being sportier and equipped with better braking capabilities.
These upgrades complement the IONIQ 5 N’s front and rear suspension, which was redesigned from the ground up. The overall exterior seen in the images above and below features Hyundai N’s exclusive colors – Blue Glossy and Performance Blue Matte – in addition to Luminous Orange Matte accents around the rear. (Looks red to me, but hey, still works.) Hyundai says the IONIQ 5 N will come available in 10 different exterior shades as well.
Next, let’s take a gander at the 5 N’s “racing concept” interior as well as its performance specs.
Credit: Hyundai N
Low seats, racing steering wheel, and sustainable materials
Looking inside the new IONIQ 5 N, drivers will experience racing bucket seats, a fixed center console, knee pads, shin supports, and sustainable materials throughout the cabin. This includes recyclable paperette door garnishes, recycled poly Alcantara seat cover cloth, and recycled yarn from PET bottles.
A new “N” branded steering wheel houses four dedicated buttons, two of which are customizable. The other two control the EV’s four dedicated drive modes as well as toggle the IONIQ 5’s “N Grin Boost” (NGB) – which delivers instant thrust from the dual motors by maximizing the vehicle’s power output and torque for 10 seconds.
We already touched upon the unique performance pillars implemented in the new IONIQ 5 N, including features like N Active Sound + and N e-shift, so let’s dig into the actual performance specs:
Drivetrain
Battery Capacity
Max Power Output
Torque
0-100 km/h (0-62 mph)
Top Speed
Est.Range
AWD
84.0 kWh
609 PS (650 PS NGB)
740 Nm (770 Nm with NGB)
3.5 seconds (3.4 sec with NGB)
258 km/h (160mph)
TBA
The team at Hyundai N says it fine tuned the existing E-GMP platform specifically for the IONIQ 5 to deliver optimized power, torque, and response. As a track car, the IONIQ 5 N has seen numerous body and chassis reinforcements, including 42 additional welds and another 2.1 meters of structural adhesives to improve its rigidity.
Its Integrated Drive Axles (IDA) were inspired by World Rally Championship racing vehicles and have been implemented on both the front and rear to endure the massive torque its dual motors put out. The EV’s steering column has also been revamped with a bespoke rack to deliver a higher steering ratio and offer enhanced response for drivers.
Additionally, the Hyundai N team is touting a technology it calls “N Pedal,” which increases the regenerative force that creates a specific weight transfer of the vehicle to enable sharper cornering entries, helping alleviate some of the added weight issues EVs with large battery packs are stuck with.
The IONIQ 5 N’s Electronically Controlled Suspension (ECS) system controls the dampening force and improves handling and stability – not to be confused with the EV’s Electronic Stability Control Sport (ESC Sport) system – which helps stabilize the EV during cornering maneuvers by sensing loss of traction and applying brakes to individual wheels. It can also be turned off for a “more authentic” racetrack experience, aka drifting.
There is so much more to unpack here as Hyundai N has put a lot of new and exciting performance technology into its first production EV model, so we highly recommend checking out the company’s full press release to learn more.
If you happen to be in the UK attending Goodwood this year, be sure to stop by the Hyundai N booth and see the souped-up IONIQ 5 in person – and send me pics, please!
Two huge factors we don’t know yet – range and price. That is sure to come later as Hyundai moves closer to getting this N version into scaled production and out to motor sport enthusiasts.
Who knows? Perhaps we can get this one out on a track and see what sort of trouble we can get into with it. Stay tuned!
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Xpeng has officially launched its new G7 electric SUV in China, entering the fiercely competitive electric crossover market with a starting price of just 195,800 yuan ($27,325 USD). The G7 is positioned squarely to compete with the Tesla Model Y and the newly unveiled Xiaomi YU7.
It is priced significantly more aggressively than the YU7, which shook up the industry just last week.
The G7, Xpeng’s seventh model, offers an attractive balance of performance, technology, and value, with an emphasis on the latter.
Like Lei Jun with the launch of the YU7 last week, He Xiaopeng was not shy about positioning the G7 against the best-selling Tesla Model Y.
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He compared the specs and pricing with the leading premium crossover. Like Jun, he brought up Tesla’s comparison challenge against the new Model Y:
The G7 is powered by a single rear-wheel-drive electric motor producing 292 horsepower (218 kW), it achieves a 0-100 km/h acceleration in 6.5 seconds. Impressively, the G7 can cover between 602 km and 702 km (374-436 miles) based on China’s generous CLTC standard, depending on the battery option and wheel size.
Two battery options are available, both using lithium iron phosphate (LFP) technology: a 68.5 kWh and a larger 80.8 kWh pack. With Xpeng’s advanced 5C charging technology, drivers can recharge up to 436 km (271 miles) of range in just 10 minutes.
Additionally, the G7 supports Vehicle-to-Load (V2L) functionality, providing up to 6 kW of external power, like the YU7 announced last week.
On the design front, the Xpeng G7 adopts the company’s second-generation “X Face” styling, featuring sleek running lights connected by a continuous LED strip, a closed front end for aerodynamic efficiency, and a distinctive “Star Ring” rear taillight design. Xpeng emphasizes the vehicle’s aerodynamics with a drag coefficient of just 0.238 Cd, slightly higher than the Model Y’s 0.230 Cd.
Inside, the G7 embraces minimalism, replacing conventional buttons with a large 15.6-inch central touchscreen powered by Qualcomm’s Snapdragon 8295 chipset. A standout interior feature is the expansive 87-inch augmented reality head-up display (AR-HUD), developed in collaboration with Huawei, that significantly enhances navigation and driving assistance.
Practicality is emphasized with ample cargo space: an 819-liter trunk that expands to 2,277 liters with the seats folded, plus an additional 120-liter compartment beneath the trunk floor and a modest 42-liter front trunk (frunk).
Xpeng is touting an adaptive AI-driven suspension system that actively adjusts to road conditions within milliseconds, allegedly surpassing comfort benchmarks set by the Mercedes-Benz GLE and Tesla Model Y. Cabin quietness also ranks high on Xpeng’s list of priorities.
Luxury and convenience features include dual 50W wireless phone chargers, a 20-speaker premium audio system, and a panoramic sunroof. Passengers in the second row enjoy premium touches like an 8-inch control screen, individual climate settings, a foldable table, and wireless charging.
The top-tier “Ultra” variant employs two proprietary Turing AI chips capable of delivering a massive 2,250 TOPS of computing power, enabling advanced Level 3 autonomous driving capabilities set to become active via an OTA update by December 2025, pending regulatory approval. Standard versions use dual Nvidia Orin-X chips with 508 TOPS.
The Xpeng G7 starts at 195,800 yuan ($27,325 USD) for the base “Max” variant with 602 km of range, stepping up to 205,800 yuan ($28,720 USD) for the longer-range “Max” (702 km) and topping out at 225,800 yuan ($31,510 USD) for the high-end “Ultra” trim.
Customers ordering the G7 Ultra before July 31 will receive complimentary upgrades including Nappa leather and power door handles.
G7 quickly demonstrated its popularity by securing 10,000 pre-orders in just 46 minutes.
Electrek’s Take
It’s not 200,000 orders within 3 minutes like the YU7, but Xpeng doesn’t have the brand power that Xiaomi has.
Nonetheless, it is pretty impressive.
The price is insane. The specs are competitive with the Model Y, which starts at 263,500 yuan and ranges up to 313,500 yuan ($36,770 – 43,750 USD), but the price starts at about $10,000 USD less.
Between this, the YU7 last week, and a few more models launching this month, the premium crossover segment is about to get crowded in China.
I think the Model Y is in serious trouble in China. We are about to see how it fares with real competition.
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The goal has reportedly been delayed as sources within the Chinese supply chain report Tesla informed suppliers of a 2-month halt on orders.
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AI Invest first reported the news, and The Information later corroborated the report:
Two supplier sources said Tesla has not explicitly stated it will reduce robot parts orders but will wait until the Optimus design adjustments are completed before finalizing a new mass production plan and resuming procurement. The adjustments may take two months. Musk recently stated on social media that the new version of Optimus has seen significant improvements over the second-generation Optimus unveiled in 2023 and now includes voice interaction powered by Grok.
The new reports confirm that Ashok Elluswamy, who was elevated to senior vice-president in charge of self-driving at the same time as Kovac, is taking over responsabilities.
AI Invest reported some concerns from Tesla about Optimus that reportedly trickled down to Chinese suppliers:
According to Tesla’s feedback to suppliers, Optimus still faces hardware challenges, including overheating in some joint motors, low load capacity in dexterous hands, short lifespan of transmission components, and limited battery life. Tesla is currently evaluating samples from multiple dexterous hand suppliers, testing at least three different technical approaches. On the software side, Tesla may use more synthetic data to train the robot model, improving Optimus’ autonomous operation capabilities and success rate in performing complex tasks.
According to the report, Tesla had secured parts to build over 1,000 Optimus robots earlier this year and built quite a few, but they are currently only used “for moving batteries in Tesla’s battery workshops, with efficiency less than half that of human workers.”
The redesign is expected to delay plans by at least two months and could push many of Tesla’s goals.
However, Tesla is expected to still move ahead with the prgroam and it is likely to unveil the new generation of Optimus robots at its shareholders meeting this year.
Electrek’s Take
As I previously stated, I’m actually quite hyped for humanoid robots, but I don’t think they will be nearly as big as Musk claims and I simply don’t see Tesla having a significant advantage over the competition, which is significant.
Companies like Unitree are already selling robots, Figure has made impressive progress and poached from Tesla, then there’s Boston Dynamics and dozens more.
Kovac leaving just as Tesla is supposed to ramp-up production to 50,000 units next and make this a “multi-trillion-dollar” product is a red flag.The engineer would have certainly received sweet stock option packages when he was elevated to SVP and would have likely made a fortune if he would have been able to deliver on Musk’s goals.
But I think the real product at Tesla now is the stock – hence why they reportedly plan to unveil the next generation of the robot at the shareholders meeting and have it do another shady demostration, like it did at the ‘We, Robot’ event where the robots were remotely controlled by humans.
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Honda is stepping up its electric scooter game with the launch of its second electric model for Europe, the CUV e:. Following Honda’s previous debut of the EM1 e:, a compact, city-focused moped, the CUV e: brings more power, more range, and more real-world usability to riders who want a practical electric alternative to a 125cc scooter.
Now finally ready for the spotlight, the CUV e: is built on an underbone-style frame and powered by a 6 kW side-mounted electric motor producing 22 Nm of torque. That puts it squarely in the 125cc-equivalent category, allowing it to reach a top speed of 83 km/h (52 mph).
It’s not built for the highway, but rather for urban and suburban riders who want to achieve speeds seen on the fastest of urban roads and keep up with just about any traffic in the city. For that role, it looks like a solid performer – more than capable of keeping up with city traffic or carrying a second passenger.
One of the most useful features, especially for urban residents and apartment dwellers, is its use of Honda’s Mobile Power Pack e: swappable battery system. The scooter carries two of these Gogoro-style removable battery units, each rated at 50 V and 1.3 kWh. Combined, they offer over 70 km (43 miles) of WMTC-rated range. Compared to the Honda EM1 e:’s single Mobile Power Pack battery, the dual batteries of the CUV e: give Honda the chance to pull twice as much power or offer twice the range.
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Honda’s swappable battery standard is designed for portability and long life, with each pack weighing around 10 kg (22 lb) and rated for 2,500 full charge cycles. Honda has been slowly building a swappable battery ecosystem, and the CUV e: is clearly meant to be part of that larger infrastructure play.
Charging of the batteries is designed to be done easily off-board, either at home or at a battery station (where available). A full charge from 0 to 100% takes about six hours per pack, but Honda says 75% can be reached in just three hours. While fast charging would be nice, the swappable format means riders can keep an extra pair charged and ready if necessary, eliminating downtime altogether.
Honda didn’t skimp on features, either. The CUV e: offers three ride modes (Sport, Standard, and Econ), plus Reverse Assist for easier maneuvering. It includes a fairly spacious flat floorboard, under-seat storage, LED lighting, a USB-C port, and keyless ignition. Buyers can choose between a five-inch color TFT display or an upgraded seven-inch “RoadSync Duo” screen, which supports turn-by-turn navigation, music control, Bluetooth phone integration, and EV-specific ride data.
Positioned as a mid-range electric scooter, the CUV e: fills the space between low-speed mopeds and larger, premium e-motorcycles. It’s a key piece in Honda’s broader electrification strategy, which aims to introduce 10 or more electric motorcycle models globally by 2025 and reach full carbon neutrality in its motorcycle division by the 2040s.
With anticipated pricing starting at around €4,000 (approximately US $4,300), the CUV e: is expected to roll out in Europe first, with other global markets potentially following. Its combination of practical range, moderate speed, high build quality, and swappable batteries could make it an appealing option in cities where electric two-wheelers are on the rise.
If the EM1 e: was Honda dipping a toe into the electric waters, the CUV e: feels like a confident step forward. It’s not flashy, but it’s functional, well-designed, and undeniably useful, which is exactly the kind of machine that could help electric scooters go mainstream.
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