Latest news with #performanceEV
CNET
07-08-2025
- Automotive
- CNET
The Porsche Taycan Is One of the Best Performance EVs I've Driven, but Not for the Reason You Think
Table of Contents The Porsche Taycan Is One of the Best Performance EVs I've Driven, but Not for the Reason You Think I've driven plenty of electric cars from the biggest brands -- everything from sleek sedans to bulky SUVs -- and while many of them impress on paper, very few manage to like up to that in real life. Range is never quite as good. Charging isn't quite as fast as expected. That's what made the 2025 Porsche Taycan 4S Cross Turismo such a standout. I was expecting speed, grip, and all the other Porsche party tricks. What I didn't expect was to be raving about range and charging times more than 0 to 60s and lateral Gs. Porsche handed me the keys to the freshly updated 2025 Taycan -- the one with tweaked battery chemistry and improved efficiency. Porsche doesn't scream about it in bold letters, but those upgrades give you an extra 40 to 50 miles of range depending on spec and driving style. That might not sound revolutionary, but when you're actually driving the performance EV, you quickly realize that all your range anxiety has been left behind. The Porsche Taycan is a performance king, but its range is what sold me Let's get this out of the way: the Porsche Taycan 4S Cross Turismo is fast. It'll still slam you into the seat with all 598 horsepower available in launch control mode, and the 3.6-second 0 to 60mph time is wildly impressive for something that has more than enough space in the back for everyday use. The ride is tight, steering is sharp, and despite it being the estate version of the Taycan, it feels every bit a Porsche through the corners. But that's not what impressed me most about this performance EV. Rather, I was blown away by the electric experience. The range, charging speeds -- you know, all the boring bits. Connor Jewiss/CNET I first picked the car up from Porsche HQ with around 86% charge remaining, reading 272 miles of range in Sport Plus mode. I quickly learned that this wasn't an optimistic estimate like most other EVs. After around five hours of mixed driving -- some sporty backroad shenanigans, some motorway cruising, a little crawling through town -- I looked down and the car was actually going to make it the whole trip. And it did. Having switched into the Range driving mode (which is essentially the most efficient option), I managed to drive 286 miles with around 16% of the charge remaining. That was with a pretty full trunk, the A/C switched on, and zero hypermiling nonsense. Connor Jewiss/CNET The cherry on top? Charging. The 2025 Taycan supports up to 320 kW ultra-fast charging, and I got to test that with a 250 kW+ station. It went from 10% to 80% in under 20 minutes. That's not a manufacturer estimate, it's what I saw. Almost an entire charge in the time it took me to get some breakfast in Starbucks and visit the bathroom. Even at lower-powered stations, it never felt sluggish. Now, there is one big range competitor: the Lucid Air. It can go nearly 500 miles on a full charge. It's the champion of EV range, no question. It also supports ultra-fast charging and makes good on that promise. But while the Lucid Air is pegged as a luxury cruiser -- smooth, refined, and wonderfully comfortable -- it doesn't make your heart race. Connor Jewiss/CNET Meanwhile, the Taycan absolutely does. It's a performance EV first and foremost, and one that just happens to also nail range and charging. And that's the difference. Lucid's range might be longer, but the Taycan's range is still exceptional -- and delivered in a package that's genuinely exciting to drive. Inside, the Taycan 4S Cross Turismo is everything you'd expect from Porsche: impeccable build quality, sharp design, and just enough screens to feel futuristic. That said, not everything is perfect. I despise touchscreen climate controls, and Porsche has opted to include these rather than the physical buttons you'll find in other EVs, including the Macan. Dragging a virtual vent around on a screen instead of twisting a knob feels like a usability downgrade, not progress. Connor Jewiss/CNET But I'll forgive that because the rest of the cabin is a stunner. The Provence paint might not have been my go-to color on paper, but in person? It absolutely sings. It's a light, lilac-esque purple that somehow makes the car feel both classy and a little bit cheeky. Pair that with the 21-inch wheels and the Cross Turismo's extra cladding, and you've got one of the best-looking electric vehicles. Practicality is also there in leaps and bounds. Rear passengers get more headroom than in the saloon version, and the back fits 446 liters of cargo -- or more if you fold the seats down. There's even an extra 84 liters under the front hood. And it's not all show; I used that space on my rather long roadtrip. Connor Jewiss/CNET It's also worth noting that all the best features -- the adaptive air suspension, the Sport Chrono package, the panoramic roof, and the Bose surround system -- came fitted to my test car, but they're not standard. The base Taycan starts around $100,000, but the 4S Cross Turismo you see here comes in at roughly $130,000. And once you've ticked a few of those tasty Porsche option boxes? You're easily hovering in the $150K neighborhood. Connor Jewiss/CNET That's steep, sure, but for the right buyer -- someone who wants a proper performance car that happens to be electric -- it might just be worth every penny. And you won't ever have to think twice about whether the car can make it on a longer drive. Editors' note: Travel and charging costs related to this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of CNET's staff are our own.
The Sun
20-07-2025
- Automotive
- The Sun
Iconic hot hatchback hints at swift return in bold new form after it was discontinued
THE end is nigh for the Honda Civic Type R - which is set to be discontinued in the UK by the beginning of 2026. But while this iconic hot hatchback will be sorely missed by petrolheads, its swift return is already being talked up in the form of a performance EV. 4 4 4 4 The Civic Type R, adored for its powerful turbocharged engine, track-ready handling and sometimes-polarising design, has reached the end of the road after a mighty 25 years. It's being taken off the market by Honda across Europe and the UK due to its engine failing to meet new European emissions regulations - particularly the Euro 6e-bis standards which come into effect in January 2026. But according to Auto Express, Honda has strongly hinted that the future of its sporty number will live on into the electric age. At the launch of the new Prelude, project lead, Tomoyuki Yamagami, said the Type R 'can be anything in future, depending on what the market demands', adding that the famous nameplate isn't necessarily dependent on its turbo powertrain. He added that the 'Type R badge is about the ability to enhance dynamic attributes to the max'. Earlier this year, Toshihiro Akiwa, head of Honda's BEV Development Centre, hinted that the brand is heavily focused on the fun-factor when it comes to their EVs. He said: 'A battery and motor have different characteristics so we can't come up with something exactly the same as before. 'As an EV, how can we provide the joy of driving? "We haven't given up of course, but it's not just about power, it's about the sound, vibration, acceleration and the human experience. 'These are the joys of driving.' NEW AGE There was a time when the hot hatchback appeared to be dead and buried. The demise of icons like the Ford Focus ST, Renaultsport Clio and the petrol-powered Abarth 500 all pointed to the beloved sub-genre of performance cars slowly fading into obscurity. However, manufacturers seem determined to keep the spirit of the hot hatch alive in the electric age with a wave of sporty hatchbacks having been recently introduced. Hyundai was arguably the first to prove that a proper performance-focused EV hatchback was possible with the Ioniq 5 N, while the newly launched Alpine A290 is already being hailed as a future classic. Meanwhile, Honda isn't ready to bid farewell to its legendary Type R just yet, with an exclusive 'Ultimate Edition' heading to Europe - though only 40 units will be available. Currently, the Civic Type R is the sole model in the UK to carry the famous Type R badge. Over the years, however, other models such as the Integra Type R and Accord Type R have also proudly worn the emblem.
Auto Blog
15-07-2025
- Automotive
- Auto Blog
Can the Hyundai Ioniq 6 N Dethrone the Tesla Model 3 Performance?
Performance figures show the new Hyundai is more than a match for the Tesla Model 3 Performance Tesla arguably kicked off the introduction of performance EV models with the Tesla Roadster way back in 2008, but it's a wildly different landscape now, and you can purchase a very fast EV from automakers like BMW, Ford, and everything in between. One of the most competent performance EVs out there is the Hyundai IONIQ 5 N, and now, there's a sedan version in town. Sharing a powertrain but getting smaller and cheaper means the new IONIQ 6 N has the Tesla Model 3 Performance squarely in its sights. Hyundai IONIQ 6 N Tesla Model 3 Performance, poundage, and price: How much trouble is the Tesla Model 3 in? The IONIQ 6 N takes an early lead on the Tesla Model 3 Performance — on paper, anyway. The IONIQ 6 N shares a powertrain with its predecessor, the 5 N, which means up to 641 horsepower on tap when you click into N-Grin Boost mode, and 567 pound-feet of torque available whenever. Hyundai quotes a zero to 60 mph time of 3.2 seconds. Both the IONIQ 6 N and the Tesla rely on all-wheel drive and dual electric motors, but while the Tesla Model 3 Performance isn't a slouch, it loses the initial comparison. Base horsepower and torque figures sit at 510 and 554, respectively. Surprisingly, though, Tesla claims a quicker zero to 60 mph time, estimating the sprint takes just 2.9 seconds. One reason for the quicker sprint to 60 mph might be the Tesla's lower curb weight. The fastest Model 3 tips the scales at a fairly light 4,054 pounds. We don't have official numbers for Hyundai's IONIQ 6 N, but we can take a guess. Comparing the IONIQ 5 to the IONIQ 5 N reveals the standard all-wheel drive car weighs 4,608 pounds, while the N version weighs 4861 pounds. A regular IONIQ 6 with all-wheel drive weighs 4,462 pounds. Assuming the 6 N gains the same amount of weight from the full N treatment, we can guess the IONIQ 6 N's weight at around 4,715 pounds. That 700-pound disadvantage relative to the Model 3 Performance could cost it first place on the dragstrip. So, finally, there's the price. A bigger horsepower figure doesn't always mean a higher MSRP, but the IONIQ 6 N will start a little bit higher than the Tesla Model 3 Performance. Hyundai hasn't released pricing yet, but since the IONIQ 6 is around $5,000 less expensive than the IONIQ 5, the base MSRP should be right around $60,000. That's a $5,000 premium compared to the Tesla, which starts at $54,990. The Tesla also likely touts a longer range. The mechanically identical 5 N offers an estimated 221 miles, while the Model 3 Performance makes it 298 miles on a full charge. More money for identical performance? A deeper dive says otherwise On the surface, the IONIQ 6 N may look decidedly more like a sidegrade than an upgrade compared to the Tesla Model 3 Performance. However, there are also other key areas where the Hyundai sedan should excel. The Hyundai IONIQ 6 N gets massive brake rotors that dwarf the Tesla Model 3's, measuring 15.7 inches in the front and 14.1 inches in the rear. That's about an inch bigger in the back and nearly two in front. While both vehicles share 20-inch aluminum wheels, only the IONIQ 6 N offers 275-section tires on all four wheels. Finally, the IONIQ 6 N offers a lauded 'fake shift,' which allows drivers to 'change gears' via paddle shifters. These differences may seem small, but they could make a big difference, especially in the kind of driving situations the cars are ostensibly built for. IONIQ 6 N Tesla Model 3 Final thoughts The Hyundai IONIQ 6 N and Tesla Model 3 Performance are more similar than different, and both look to be incredibly competent performance sedans. Do we think the IONIQ 6 N is objectively superior to the Model 3 Performance? We'll have to drive it to find out. That said, it certainly has some clear advantages. At the very least, the competition will force Tesla to take notes. About the Author Steven Paul View Profile
Auto Blog
12-07-2025
- Automotive
- Auto Blog
Hyundai Ioniq 6 N owners will be able to upgrade their cars with performance parts
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Optional Parts Should Improve Aero The Hyundai Ioniq 6 N applies the performance upgrades and theatrical features of the Ioniq 5 N to the sleeker Ioniq 6 electric sedan. That makes for a dramatically different looking performance EV, and those looks can be enhanced with performance parts Hyundai unveiled alongside the car itself at the 2025 Goodwood Festival of Speed. You can't exactly sell a hotter cam for an EV, so the parts are mostly aero-related. The list includes a carbon-fiber front splitter, rear diffuser, side skirts, and a bigger rear wing—the latter mounted on race-car-style swan-neck struts like the one on the standard Ioniq 6 N. An underbody tuning vane to control airflow underneath the car will also be available, along with 20-inch lightweight forged alloy wheels. An Even Sportier Appearance Hyundai didn't provide much detail on the benefits of these parts, but it's hard to imagine that they'd detract from the aero balance. The Ioniq 6 N already features downforce-generating additions (like the aforementioned rear wing), plus wider fenders to accommodate Pirelli P-Zero 5 tires developed specifically for the car, but still remains relatively slippery, with a Hyundai-estimated drag coefficient of 0.27. While the Ioniq 6 N will be available in the same Performance Blue as other N cars, Hyundai chose black with silver racing stripes for the show car for the performance parts. It might not be as original of a choice, but regardless of color, large areas of the lower bodywork are blacked out anyway, so this provides a uniform color scheme. It also fits the vibe of the scowling, visor-like headlights, part of a facelift for all Ioniq 6 models revealed in April. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Grin-Worthy Performance To Match The Ioniq 6 N has the power to back up its sporty appearance. Dual electric motors send 601 horsepower to all four wheels most of the time, but N Grin Boost raises the peak output to 641 hp for 10-second intervals. With this function activated, along with launch control, Hyundai says the Ioniq 6 N will go from zero to 62 mph in 3.2 seconds. Top speed is just under 160 mph. But like its Ioniq 5 N sibling, the Ioniq 6 N isn't just about numbers. Hyundai claims its 84-kilowatt-hour battery pack can take the heat of track sessions thanks to a performance-tuned thermal management system, and the Ioniq 6 N has the 5 N's complete bag of tricks, including N e-Shift simulated gear shifts and N Active Sound+ artificial sounds to make it feel more like a combustion car. Expect to see the Ioniq 6 N in the United States next year with a base price of around $65,000. While that's not exactly cheap, the Ioniq 6 N could turn out to be a relative bargain depending on where the rumored electric BMW M3 lands in price and character. About the Author Stephen Edelstein View Profile
The Verge
10-07-2025
- Automotive
- The Verge
Hyundai's Ioniq 6 N looks like a fake-shifting, drift-happy good time
Hyundai just unveiled its second-ever performance EV, the Ioniq 6 N, at the Goodwood Festival of Speed in West Sussex, England. The new variant carries over a lot of what made the Ioniq 5 N so appealing, while adding a little more range and a little more giddyap. But more importantly is a suite of features designed to mimic the best parts about high-performance vehicles, like shifting, engine noise, and drifting. Hyundai recognizes that just because it's swapped the roaring 2.0-liter turbocharged inline-4 engine with twin electric motors doesn't mean it needs to leave behind all the hair-raising, goosebump-inducing sensations of steering an insanely powerful sedan around a racetrack. Based on Hyundai's RN22e concept, the Hyundai Ioniq 6 N uses the same powertrain as the Ioniq 5 N. That includes the same 84kWh battery pack, which is Hyundai's fourth-generation, and the same chassis, cooling system, and motors. Still, Hyundai says the Ioniq 6 N can drive up to 291 miles (469 kilometers) on the WLTP cycle, which is 13 miles (21 km) more than the Ioniq 5 N. The EPA estimates will be released later, but it seems likely to exceed the Ioniq 5 N's 221 mile EPA-rated range. The twin motors, one on each axle, can put out a combined 641 horsepower (478 kW) of power and 568 foot-pounds of torque while using the N Grin Boost function, which lasts about 10 seconds. After that, the total horsepower falls to 601 (448 kW) and 546 ft-lb of torque. The Ioniq 6 N's acceleration is sure to shove you back in your seat, with a 0-62 mph time of 3.2 seconds when N Launch Control is engaged. That's a bit quicker than the Ioniq 5 N's 0-62 mph time of 3.25 seconds. And the Ioniq 6 N's speed tops out at 160 mph (257 kilometers per hour). Charging the 84kWh battery is sure to be a speedy affair, thanks to the 800-volt architecture of Hyundai's Electric Global Modular Platform. When fast charging at speeds of up to 350 kW, the Ioniq 6 N can go from 0 to 80 percent in about 18 minutes, the company says. Hyundai also says that its battery conditioning feature should improve the performance and lifespan of the battery, while its optimized thermal management control and an increased capacity in the coolant heater significantly reduce the conditioning time. A little more range and a little more giddyap The N group also added drift features, a button on the steering wheel that adds a 10-second boost of power and torque, launch control, race modes, and specialized battery conditioning for various modes to ensure that you're getting all the power you can from the battery and motors. And Hyundai had a few more tricks up its sleeve with the addition of N e-Shift, which simulates an eight-speed dual-clutch transmission. The shift feature is now 'fully compatible' with the rest of the automaker's suite of performance features, including N Launch Control, N Drift Optimizer, N Grin Boost, and N Torque Distribution. (Trust me, I get no pleasure from reporting these thoroughly silly brand names.) And its Ambient Light Shift N feature will sync different light shades to shift points, so that every gear shift is seen as well as felt. Automotive fakery is nothing new. But it's certainly getting more prominence in the EV era, with a whole galaxy of faux sounds piped through external speakers and simulated gear shifting. Hyundai is just the latest automaker to dip its toes into these treacherous waters. No word yet on price, though I think it's safe to assume it will slot way under luxury performance EVs like the Lucid Air Sapphire, Audi RS e-tron, and Porsche Taycan. The base Ioniq 6 starts at $37,850, while the Ioniq 5 N starts at $67,800 — so probably somewhere in between.
