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2024 Cadillac Lyriq Review

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PROS:


  • Premium feel

  • Excellent ride quality

  • Distinctive look

CONS:


  • Premium pricing

  • Disappointing seats

  • Distinctive look

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The Lyriq stands out in many ways, not the least of which for its unconventional shape and tangible air of refinement about it.

While the fates are falling most strongly against sedans as people trend towards SUVs, station wagons aren’t exactly finding any more favor in the American market. Only a choice few remain available for purchase, stalwarts from Subaru and Volvo appealing to a buyer with a greater desire for practicality than concerns about what’s trendy.

But what’s this from Cadillac? Check the paperwork: The Lyriq is officially listed as an SUV, but ever so slightly lifted proportions can’t hide the fact that this is very much a wagon. And what a wagon at that. Measuring nearly 200 inches long, it has an impressive presence for a design that’s, well, different from anything else on the road.

This is the closest thing Cadillac has to a halo car right now, a statement of intent for the brand’s electrified future. It’s riddled with creative and charming touches and has some serious luxury chops. But does it have the character and the performance to live up to that first impression?

Design

Lyriq is a beautiful name for a car with a shape that is a bit awkward, to put it kindly. Other, less flattering folks would call it ugly. I love a good wagon and have proudly owned them myself, but the somewhat bulbous shape out back of Cadillac’s big EV is just a little ungainly to my eye.

But look beyond the silhouette and you’ll discover endless design touches that conspire to perhaps make the car a bit busy, but interesting. The striking geometric pattern on the grille, framed by chrome-rimmed vertical lighting elements, provide a distinctive look from the front.

That’s echoed at the rear, with vertical strakes of red lighting marking the left and right extents of the rear bumper. A narrow band of illumination bisects the tailgate as well, forming the high beltline and abrupt posterior that defines the shape of the Lyriq.

It’s a distinctive car to say the least. Owners will surely be spotting new touches every time they approach the Lyriq for months after buying, and that’s a rarity these days.

If anything the Lyriq’s interior is even more full of intriguing touches, making it feel a bit busy but, again, far from boring. The low dashboard is a mish-mash of sweeping, interlocking profiles, shapes, and textures. The subtle waffle texturing behind the floating display is a lovely, modern touch, but it’s a shame the bulk of the dashboard is covered with black vinyl imprinted with a dated-looking fake leather texture.

That floating display measures a massive 33 inches wide. It gives an overall look and feel similar to what BMW is doing these days in vehicles like the iX. The roller-style volume knob in the center console is also BMW-like, as is the eight-way rotary controller just behind it. All very iDrive-like, but Cadillac goes a step further by making not only the right side of the display capacitive touch, but the left side as well. Just like on a Lucid, you can touch the left of the gauge cluster to adjust lighting or view trip information.

There are plenty of storage areas for front passengers, including a wide bin in the center of the car with a striking blue strip of leather that matches the piping on the stark, white seats. Those seats look pillowy and enveloping, but in practice, they’re a bit flat, and their adjustability is surprisingly limited. They do offer both heating and ventilation, plus massage, but it’s about the weakest massage I’ve ever sampled.

Rear seating is generous for three across, and the flat floor means everyone will have plenty of legroom. Headroom, though, is surprisingly limited, given the shape of these cars. A pair of USB-C ports back there keep small devices charged, while a three-prong outlet is there for bigger ones. Up front, another pair of USB-C connectors offer juice, plus a wireless charging slot.

Cabin Tech

The software controlling that sweeping display is based on Android Automotive. Sign in with your Google account (assuming you have one) and you have instant access to contacts, addresses, and whatever else you’ve entrusted to Alphabet.

You’re just a few taps away from installing most major media apps, including Spotify and YouTube Music, or you can use Android Auto or Apple CarPlay wirelessly from your phone.

All that media plays through a 19-speaker AKG sound system, which even puts speakers in the headrest, a bit of a rarity these days. The system is nicely balanced, offering all the power and bass anyone could want but, more importantly, crisp and clear sound with great separation. It’s standard on the Luxury 2 trim of the Lyriq and above.

The most impressive technology, though, comes in the form of Cadillac’s Super Cruise. The system just gets better and better every time I sample it. Initially restricted only to divided highways, Cadillac has started allowing it on more secondary roads.

Super Cruise offers true, hands-off driver assistance, steering itself and even automatically passing other cars on the highway. I was surprised to be able to let the car steer even on two-lane rural roads. It was perfectly smooth and easy there, just like it is on the highway.

The system relies on an infrared camera integrated into the steering column, so it’s always watching you to ensure you’re watching the road. But that’s a small price to pay for being able to sit back and relax and let the car handle most of the driving. It’s light-years beyond Tesla’s supposed Full Self Driving. You’ll again have to buy at least the Luxury 2 package to get it, starting at $66,990, but between that and the AKG sound system, it’s a worthy splurge.

While Super Cruise is the hallmark driver assistance feature, the Lyriq offers plenty of other safety features, including old-school adaptive cruise control with lane-keep assist, automatic emergency braking, and a surround-view camera. It also features other niceties from General Motors selection of safety features, like Teen Driver Mode, allowing you to set things like maximum speeds and volumes for specific driver profiles.

The Drive

A system like Super Cruise just makes long road trips all the more appealing, and for an EV, the Lyriq is reasonably well-equipped on that front. It’s officially EPA-rated for 314 miles on a charge of its 102-kilowatt-hour battery pack. In my testing around town and on the highway, I did slightly worse: 2.7 miles per kilowatt hour for a theoretical maximum range of 275 miles.

That electricity is consumed by a single, 340-horsepower motor driving the rear wheels, providing 325 pound-feet of torque. But, those wanting more can step up to a dual-motor, all-wheel drive Lyriq making 500 hp and 450 ft-lbs of torque from a pair of motors.

That’s a lot of power, but then this is a lot of car. The Lyriq weighs roughly 5,500 pounds, or nearly as much as an Escalade, and so it’s not exactly a rocket ship with the single-motor configuration. Still, put it into Sport mode (a task that sadly requires reaching up and scrolling through the touchscreen), and it does accelerate aggressively.

The steering is nicely sharp and responsive, which I appreciate. Still, despite Cadillac’s lineage of stellar V-badged driver’s machines, the Lyric is meant more for comfy cruising, and that it does with great aplomb.

Despite the 20-inch wheels wrapped in low-profile tires, ride quality is very good. It hoovered up broken asphalt without issue, feeling poised and pliant in all conditions. Opt for the all-wheel drive version and it should be a stellar winter machine too — assuming you outfit it with a proper set of winter tires.

When it comes to brake regeneration, always a hot topic among EVs, the Lyric’s default regen level is reasonably aggressive, but far from what I’d consider a true one-pedal mode. If you want something closer to that, you need to squeeze the lone paddle on the left behind the steering wheel. At that point the Lyriq will promptly bring itself to a stop. It’s better than nothing, but I’d prefer the option for a proper one-pedal mode.

Pricing and Options

The Cadillac Lyriq starts at $58,590 for a base, Tech trim model with rear-wheel drive. The car you see purchased here was the top Luxury trim, Luxury 3, outfitted with a few options, including $1,480 for a 19.2 kW charging module and $625 for the Opulent Blue metallic paint.

Add on the $1,395 destination charge, and the total vehicle price is $72,695.

That makes it a premium option in an increasingly packed luxury electric SUV market. But the Lyriq stands out in many ways, not the least of which for its unconventional shape and tangible air of refinement about it. It’s lovely to drive, and thanks to Super Cruise, it’s even better to be driven, regardless of which seat you occupy.

The post 2024 Cadillac Lyriq Review first appeared on Yanko Design.

2025 Bentley Continental GT Speed Review

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PROS:


  • Beautiful styling

  • Epic power

  • Plug-in practicality

CONS:


  • Cost

  • Clunky software experience

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The blend of performance and poise here is hard to beat, a large car that feels light and nimble yet offers effortless stability at any speed.

All automotive brands carry some amount of expectations, preconceived notions about their cars’ level of performance and comfort. Few, though, carry the kind of weight and expectation as a brand like Bentley. Established in 1919, the Crewe-based manufacturer is responsible for some of the world’s most refined cars. Every new addition to its lineup, therefore, must honor those that came before.

That’s a tricky proposition these days. Every car manufacturer is faced with greater and greater demands for technology and environmental sensitivity. That doesn’t always jibe with traditional demands for comfort and performance.

Those two worlds collide in the new Bentley Continental GT Speed. It carries the same immediately recognizable Bentley poise and style but with radical refinements. It has the same opulent interior but is riddled with more tech than ever before. Finally, it offers the same level of thrilling performance but delivers it in an entirely new way.

Plug-Powered

This is the first hybrid Continental, a plug-in at that, something of a transitional first step towards the brand’s all-electric future, once targeted for 2030 but now shifting a bit further down the road.

Considering its radical departure from the predecessor’s W12 powertrain, which we’ll delve into in just a moment, the new Continental GT offers a familiar look and feel at a distance, but step closer, and you can see just how refined the car’s new design is.

The silhouette is familiar, and the extended nose plus the rearward cabin and the powerful rear fenders all give it that same sophisticated promise of power as before. But changes abound, the most significant being a shift to a single headlight up front. Modern lighting technology enables the new Continental to throw more light from a smaller source, cleaning up the front end and giving a throwback to the Bentley S2 from the late ’50s.

But despite that simplification, look closer again, and you’ll see the amount of detail within those headlights. It’s the same story out back, where the compact, oval tail lights are framed in an ornate, jewel-like halo. Otherwise, the rear end is likewise somewhat more simple than before, with the pop-up spoiler replaced by a clean, integrated unit.

On the Inside

The interior is likewise less ornate than before, pared back slightly from the abundance of chrome and buttons found in the last generation car. It offers just about all the technology you could want, including a 12.3-inch touchscreen with wireless Android Auto and Apple CarPlay, plus a wireless charger and a pair of USB-C ports.

The gauge cluster, too, is fully digital now, with a number of different views offering different levels of detail, more or less depending on your mood or style. The overall experience lacks the polish and feel of the higher-end systems from Mercedes-Benz or BMW, but it at least offers all the right features.

Otherwise, the interior offers a great blend of opulence and sophisticated style. The carbon fiber band sweeping across the doors and the dashboard catches the sunlight in distracting ways at times but has a clean, glossy depth that’s lacking in many in-dash composite applications.

Materials for the leathers and microfibers are great, as is the perfect stitching running everywhere. However, there’s a disappointing amount of plastic here, including the cluster of buttons surrounding the upright shifter. But, their layout at least is clean and easy to use, and they provide easy access to the functions you’ll want frequently, like toggling the comprehensively chill ventilated seats.

While the plastics are occasionally a bit underwhelming, the feel of the controls is top-notch. The mode selector, just aft of the shifter, spins with a wonderful weight, and even the turn signals move with a significant heft.

Plus-Sized Performance

The feeling of the controls is appropriate given the heft of this car. The new, plug-in Continental weighs over 5,400 pounds, thanks in large part to its 25.9-kilowatt-hour battery pack and the new hybrid system. The electric motor is paired with a 4.0-liter, twin-turbocharged V8.

The combined system power is 771 horsepower and 738 pound-feet of torque. Some souls may lament the lack of the outgoing Continental GT Speed’s W12, but that thing only made 626 hp. Plus, it only got 15 mpg.

That car took 3.9 seconds to get to 60. This one gets to 60 in 3.1 seconds and has a top speed of 208 mph. Bentley doesn’t have fuel economy numbers yet, but in my mixed testing, I scored 16.9 mpg, and as you can imagine I wasn’t exactly taking it easy.

More speed, better throttle response, and greater efficiency make for a pretty good mix.

It’s unlikely that many Bentley owners will be too concerned about fuel economy, but it’s good to see even ultra-luxury cars doing their part to reduce their impact on the environment. Likewise, everyone can appreciate the pleasant experience of driving in a fully electric mode.

Bentley says the new Continental GT can go up to 50 miles on a charge and can travel at up to 80 mph without recruiting the V8. In E Mode (available via a dedicated button), the big coupe is still nice to drive, totally silent, of course, and extra smooth but still reasonably peppy and perfectly capable of keeping up with traffic.

But I found it a little too easy to get the V8 to spin up. Even in this mode, if you dip past three-quarters throttle, the engine spins up quickly and smoothly, adding a substantial shove to the experience. That hand-off is crucial in hybrids, and Bentley has nailed it here, with power proportionally increasing as the engine spins up without the neck-snapping shock of torque you get in many lesser hybrids.

I just wish I could explicitly disable the V8 altogether and drive the car only on battery power.

In the default drive mode, dubbed “Bentley,” the Continental is properly quick when you do dip in the throttle but still calm and collected when you’re dawdling around town. For those who want a bit more composure, spin the knob to the right for the Comfort mode, which takes the edge off the throttle and the new dual-valve air suspension. There’s a custom mode all the way to the right, too, if that’s not to your fancy.

But the most fun mode is found all the way to the left, Sport, which firms up the suspension and sharpens the throttle response. In this mode, the V8 and hybrid system work together in closest harmony, the electric motor getting the car moving before the V8 roars into action and sends the car surging forward up to whatever speed you deem allowable.

The handling is unexpectedly good, too. Despite the extra weight, the GT Speed turns in eagerly, and the 48-volt Bentley Dynamic Ride anti-roll technology keeps everything from an excessive tilt.

Comfort at Speed

But even in Sport mode, the Continental is still nicely compliant over bad roads and effortlessly cosseting. The seats, despite their ornate stitching, are extremely comfortable, and though the massage is a bit on the subtle side for my tastes, the strength of the heating and ventilation cannot be denied.

Rear seats are predictably short on legroom, but there’s passable headroom, enough that you could wedge a human adult back there for a short run to dinner if you really needed to. Kids will fare better.

For the longer drives, you have a Naim sound system to enjoy, which is extremely powerful and a bit bass-forward by default but offers plenty of sliders and configurations for dialing it into your perfect tone.

You’ll also have a substantial trunk at your disposal, 13 cubic feet worth. That’s down a bit over before, thanks to the battery, which sits down beneath the floor below, but is still more generous than anything else in this class.

The Continental also offers a decent active safety package, something often lacking in top-trim luxury cars like this. The adaptive cruise worked well on the highway but was extremely conservative, leaving a big gap ahead even on the closest following distance, which didn’t work well in typical California gridlock. The active lane keep likewise was helpful, but occasionally struggled to keep sight of the lines on the road.

I should point out at this point that I was testing a pre-production model of the car, so hopefully, there’s time to improve this functionality a bit before the cars start showing up at dealerships.

Pricing and Options

At this point, we still don’t know exactly how much the 2025 Bentley Continental GT Speed is going to cost. Yes, it’s very much in the “if you have to ask” territory, but for the rest of us who are merely curious, you’ll want to have somewhere around $300,000 at your disposal before ringing up your local dealer.

Of course, part of the joy of a car like this is customization. Bentley will do pretty much anything your heart desires, but if you desire premium things, you’ll need to keep pushing that budget up a few digits.

Regardless of how much or how little you customize yours, you’re going to be spending a lot for one of these. Is it worth it? The blend of performance and poise here is hard to beat, a large car that feels light and nimble yet offers effortless stability at any speed. It’s a joy to drive for sure, with just a few rough edges to smooth out.

The post 2025 Bentley Continental GT Speed Review first appeared on Yanko Design.

2024 Toyota RAV4 Woodland Edition Review : A True Adventure Upgrade or Just a Facelift

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PROS:


  • Green and bronze looks great

  • Subtly improved off-road capability

  • Typical RAV4 utility

CONS:


  • Reduced fuel economy

  • Worse on-road manners

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The Woodland Edition adds a strong dose of rugged style and a bit of extra capability, but the return may not be worth the efficiency and financial cost.

The auto market is being flooded with semi-rugged, lightly off-road editions of everyday SUVs, and Toyota’s getting in on the game with this. It’s the RAV4 Woodland Edition, a version of its ubiquitous and perpetually popular SUV that looks a little more ready for adventure than its lesser versions.

But is it actually a functional upgrade, and is it worth the roughly $3,000 over a base RAV4 Hybrid LE? That’s what I aimed to find out in my week with this green and gold hybrid.

Design

Before we even get into the functional upgrades on the Woodland Edition, I’m tempted to say this flavor of Toyota’s RAV4 SUV is worth the extra cost for the color scheme alone. That color, which Toyota calls Army Green, works remarkably well on this car. It’s not quite a military olive drab in that it definitely has a glossy hue to it, but it’s certainly in the same chromatic family.

Pairing that with a set of satin bronze wheels is an act of genius, resulting in an SUV with far more presence than any of the dozen other RAV4s you’ll likely find in the average parking lot. This is the best color combination available in Toyota’s crossover at the moment, and you can only get it in the Woodland edition.

That said, even the base RAV4 is not a bad-looking machine. Though its facelift is getting a bit familiar at this point, its angular styling cues and the dramatic, downward sweep of the lines running from the rear fenders all the way to the front grille give it an active stance that works perfectly with the attitude of the Woodland Edition.

Pick the Woodland, and you get the roof rack with rails standard, plus those 18-inch wheels and the all-terrain tires they’re covered in.

Things are less dramatic on the inside. Where that green and cold combo dominates your view as you approach, the only special touches on the inside are on the floor: a set of all-weather floor mats with Woodland Edition embossed on them, plus a few pine trees emblems. Those mats provide a functional upgrade for sure, but hardly a striking one visually.

The rest of the interior is standard stuff, thoughtfully laid out and featuring durable materials, but not much to look at. The RAV4 seats five maximum, with rear seats ample for two but only passable for three passengers. A separate heating vent plus a pair of USB-C ports are the only creature comforts available to those in the back.

The two front seats feature prodigious heating, toggled with chunky physical switches that stay in whatever position you left them last.So, if you’re the sort who wants a perpetually warm backside, you won’t have to reach for that button every time you start up this SUV. The steering wheel heating is less effective, but it too at least stays enabled between car starts.

Seat upholstery is of a basic fabric embossed with a geometric pattern that adds just a bit of visual appeal to an otherwise dark interior, though the light headliner helps. The dashboard, door cards, and center console are a mixture of leather-textured black vinyl and hard black plastics, with a few slashes and hints of matte silver plastic throughout.

Again, it’s not much to look at on the inside, but the numerous pockets and storage compartments leave ample opportunity for stashing stuff, while the cargo net out back in the hatch ensures that whatever you put in the 37.6 cubic feet of cargo space will stay put. The rear seats fold down with a 60/40 split, expanding that cargo volume to 69.8. 

Other than those seat heaters, tactile controls are limited to the HVAC system, which features some oversized, chunky knobs that are a pleasure to spin. There’s a smaller volume knob as well and a small knob for cycling between Eco and Sport modes, but that’s about it. 

Software and safety

Most interior controls are available through the eight-inch touchscreen running Toyota’s Drive Connect system, which offers integrated navigation and a voice assistant. Android Auto and Apple CarPlay are also available, which I found to be a far more appealing option. 

The gauge cluster features a series of traditional analog gauges with a digital, virtual gauge system in the center. This display is customizable to cycle through a series of vehicle settings, parameters, or navigation prompts if you like. There’s nothing particularly notable here, but it’s all perfectly functional.

In terms of active safety, the Woodland Edition features Toyota’s Safety Sense 2.5 system, which includes features like automatic emergency braking with pedestrian detection, roadside sign detection, lane-keep assist, and adaptive cruise control. The adaptive cruise worked well, but the lane-keep assist was a little less reliable in my testing. It often struggled to detect road markings and only made very late, very indistinct corrections to keep the car centered.

On (and off) the road

The RAV4 is a simple, pleasant SUV to drive in most situations. The Woodland Edition doesn’t do much to change that formula, but it does add just a hint of additional capability. The suspension in this version has been retuned, slightly stiffer with up-rated bump stops, capable of handling the trails that Toyota apparently thinks people will be hitting in this thing.

Additionally, there’s a Trail drive mode, which Toyota says helps to maximize grip, but in my testing in slippery conditions, I couldn’t detect any difference. The front wheels always seemed to break loose first and most significantly before the rears got much in the way of power from the hybrid system out back.

The Woodland Edition’s biggest change, regardless, is what it rolls on. 18-inch Falken Wildpeak A/T Trail tires have been mounted on all four corners, far chunkier and more aggressive than the usual all-seasons found fitted on the RAV4.

Does any of it make a difference in terms of off-road performance? The suspension upgrade should make the Woodland Edition survive slightly harder stuff offroad, and there’s no doubt the tires will provide more grip on loose surfaces. 

On-road, the changes are definitely noticeable, with some increased road noise and a slight decrease in everyday ride quality. While far short of harsh, the Woodland Edition was less pleasant over the bumps and frost heaves that plague the roads near me as we come out of an extended winter season. Whether it’s the tires, suspension, or some combination of the two, I can’t say for sure, but if on-road poise and comfort is your priority, you might want to go for an XLE instead.

In terms of power, as in any other RAV4 hybrid, the 219 horsepower hybrid system in the Woodland Edition is more than adequate but far from breathtaking. The car accelerates cleanly and has plenty of power to keep up with traffic, plus reasonable throttle response, largely thanks to the hybrid system. However, when most people are shopping for Toyota Hybrids, their top priority is fuel economy, and I wasn’t blown away there. 

The Woodland Edition is rated for 38 mpg in the city, 35 on the highway, and 37 combined. In my mixed testing, I did substantially worse, coming in at 32.3 mpg. An XSE, meanwhile, is rated for 39 mpg combined. Those all-terrain tires here surely don’t help, nor does the roof rack up top.

Options and pricing

The 2024 Toyota RAV4 starts at $28,675 for a base LE edition. For a Woodland Edition, you’re looking at a minimum of $34,695. My model included the $925 Weather Package, which adds on heated seats and steering wheel, plus $500 for that exterior color, which brought the total price to $37,470 after a $1,350 destination charge. That compares favorably to its most direct competitor, a Subaru Forester Wilderness Edition, which starts at $34,920.  

Is it worth the extra $3,000 over a RAV4 LE hybrid? I don’t know if it is. While I appreciate the desire for something with more off-road capability and love the look and color scheme here, I can’t say that I’m convinced the on-road penalty combined with the extra cost is worthwhile. The mpg hit also doesn’t seem worthwhile unless you’re frequently going to be making use of those all-terrain tires or that roof rack.

In general, I’d recommend sticking with the RAV4 XLE hybrid, which is an excellent SUV and continues to be a value leader and saves. But, if you want something with a smidge more attitude and have a bit more to spend, I don’t blame you for being tempted by this green and bronze charmer.

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Hyundai Ioniq 5 N First Drive Review: The Ultimate Blend of Performance and Style

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Welcome to Mobile Monday! Today, we’re shifting gears to explore a larger “mobile” experience—one on the road rather than in our hands. We’re diving into the world of high-performance electric vehicles with Hyundai’s Ioniq 5 N. This car seamlessly merges high performance with everyday practicality, setting a new benchmark for electric vehicles. It shines on the racetrack and excels in daily use, making it a standout in the electric vehicle market. Its design reflects a bold, forward-thinking approach, combining cutting-edge technology with sleek, modern aesthetics. Integrating advanced driver-assistance systems and customizable driving modes ensures that the Ioniq 5 N can adapt to various driving conditions, offering a versatile experience. Moreover, Hyundai’s commitment to sustainability and performance is evident in every aspect of this vehicle, from its powerful electric motors to its aerodynamic design features.

Designer: Hyundai

Exterior and Interior Design

Hyundai IONIQ 5 N

The Ioniq 5 N boasts a sleek, aggressive design that combines style and functionality. Its bold, open front grille enhances cooling, while active air flaps and air curtains improve aerodynamics. The car’s wider stance, complemented by pronounced fender flares, houses larger 21-inch forged wheels with 275mm tires, offering superior grip and stability. A larger rear spoiler and rear diffuser enhance the vehicle’s sporty look and contribute to its aerodynamic efficiency. Small touches like dark emblems and a luminous orange strip add to its striking appearance.

Inside, the Ioniq 5 N features a driver-focused layout with high-quality materials. The specially designed steering wheel includes four focused buttons, such as a boost button and customizable settings, allowing drivers to tailor the vehicle’s performance. The bucket seats provide excellent support and sit lower than the standard Ioniq, bringing the driver closer to the road for a more immersive experience. The pedal layout is optimized for performance, with larger brake and footrest pedals for better control.

The interior also includes a fixed center console with ample padding for added support during dynamic driving. This layout combines practicality and comfort, featuring advanced technology with a sporty feel. The digital cockpit provides all necessary information at a glance, ensuring the driver remains focused on the road.

Performance and Customization

Customization is a key feature of the Ioniq 5 N. The vehicle offers various driving modes, allowing drivers to adjust settings like torque distribution and regenerative braking and even simulate gear shifts with the N e-shift feature. These modes enhance the driving experience, providing a tailored feel for different driving conditions. The N e-shift, in particular, mimics the sensation of gear shifting, adding a visceral element to the electric driving experience.

The integration of motorsports DNA into production cars is emphasized, bringing the excitement of motorsports to everyday driving. The Ioniq 5 N exemplifies this synergy, bringing the excitement of motorsports to everyday driving. The electrification of the N models introduces the Ioniq 5 N as the first electrified N model designed to set new standards for high-performance EVs. The three pillars of the N brand—cornering ability, racetrack capability, and everyday sports car usability—are embodied in the Ioniq 5 N, offering an exhilarating driving experience while maintaining practicality and efficiency.

With 601 horsepower and an additional boost mode, the Ioniq 5 N is the most powerful Hyundai ever produced. Extensive design and engineering efforts emphasize precision and optimization for everyday driving and track performance. Design elements such as the steering wheel with dedicated mode buttons, bucket seats, and enhanced pedal layout are all designed to provide a thrilling driving experience.

Comparing the Ioniq 5 N and Ioniq 5 N NPX1

The unveiling of Hyundai’s Ioniq 5 N NPX1 concept at the Tokyo Auto Salon 2024 marks another significant leap in the evolution of high-performance electric vehicles. Based on the Ioniq 5 N, this concept showcases an array of N-specific enhancements designed to push the boundaries of performance and design.

IONIQ 5 N NPX1

Externally, the Ioniq 5 N NPX1 features carbon fiber components, including a front splitter, side skirts, rear diffuser, and a prominent rear wing spoiler. These elements enhance the vehicle’s aggressive aesthetics and contribute to improved aerodynamics and reduced weight. The concept’s lightweight hybrid carbon wheels further reduce unsprung mass, improving handling and acceleration. The high-performance brake pads and down springs enhance braking efficiency and driving dynamics.

Inside, the NPX1 concept continues its high-performance theme with luxurious Alcantara material, providing a premium feel and improved grip for the driver. The steering wheel, a central control hub, features dedicated buttons for customized performance settings, allowing drivers to tailor their driving experience.

IONIQ 5 N NPX1 Interior

Comparing the Ioniq 5 N and the Ioniq 5 N NPX1 reveals striking similarities and notable advancements. Both models share the same underlying platform and high-performance ethos. However, the NPX1 elevates this foundation with exclusive N Performance Parts that will soon be available for purchase. Using real carbon fiber and hybrid materials in the NPX1 emphasizes Hyundai’s commitment to innovation and performance.

While already a high-performance vehicle, the Ioniq 5 N is designed for everyday usability. It offers a refined interior with practical features like advanced driver-assistance systems and Hyundai Pay for seamless transactions. The NPX1, however, is a more focused iteration designed to showcase the future of N Performance enhancements. It incorporates race-inspired components that not only improve performance but also offer a preview of what customers can expect from Hyundai’s tuning parts in the near future.

Both vehicles emphasize a balance between performance and practicality. The Ioniq 5 N provides the thrill of a sports car while remaining practical for daily use. Its adjustable driving modes and high-performance features make it versatile for different driving conditions. The NPX1, on the other hand, is a showcase of potential, pushing the envelope of what an electric vehicle can achieve with the right enhancements.

The NPX1’s carbon fiber additions are more than just aesthetic. The front splitter, side skirts, rear diffuser, and rear wing spoiler all play crucial roles in improving the car’s aerodynamic profile and reducing weight. These enhancements ensure that the NPX1 looks the part and performs at the highest level. The lightweight hybrid carbon wheels are a significant upgrade, offering better performance and efficiency.

The NPX1’s interior enhancements, with its use of Alcantara and metal accents, provide a more immersive and luxurious driving experience. These materials are not just about looks; they also contribute to the overall driving dynamics by offering better grip and comfort. The metal door scuffs add a layer of durability, ensuring that the interior can withstand the rigors of high-performance driving.

Ioniq 5 N eN1 Cup Car

Ioniq 5 N eN1 Cup Car

The introduction of the Ioniq 5 N eN1 Cup car marked a significant milestone. This dedicated race car, developed for the eN1 Cup series, demonstrates Hyundai’s commitment to pushing the boundaries of electric motorsports. The car features numerous technical enhancements and modifications for racing, maintaining the core EV system while optimizing for performance. This connection between motorsports and production vehicles underscores the N brand’s focus on delivering youthful excitement and high performance.

Ioniq 5 N eN1 Cup Car

Externally, the Ioniq 5 N eN1 Cup car includes a wide-body kit and a prominent rear wing to improve aerodynamics and downforce on the track. The interior has essential racing components such as a multi-point roll cage, a bucket seat, and a six-point safety harness for maximum driver safety.

Ioniq 5 N eN1 Cup Car and 5 N

The Ioniq 5 N and the Ioniq 5 N eN1 Cup car offer high-performance driving experiences but cater to different driving aspects. The Ioniq 5 N is perfect for those who want a powerful, sporty car that they can drive daily, featuring a luxurious interior and advanced technology. However, the Ioniq 5 N eN1 Cup car is tailored for the racetrack, offering uncompromising performance and safety features designed to meet the demands of competitive racing.

Driving Experience

Driving the Hyundai Ioniq 5 N is a thrilling experience that seamlessly blends high performance with everyday usability. Whether carving through corners on a racetrack, enjoying the dynamic handling on a winding road, or simply commuting to work, the Ioniq 5 N delivers an engaging and versatile driving experience that sets a new standard for electric vehicles.

Driving the Ioniq 5 N at WeatherTech Raceway Laguna Seca

The opportunity to drive it at WeatherTech Raceway Laguna Seca highlighted its capabilities and left a lasting impression. On the track, the Ioniq 5 N proved to be a formidable contender. The moment you hit the accelerator, the 601 horsepower and the additional boost mode propel you forward with an astonishing burst of speed. The electric motors deliver instant torque, making acceleration seamless and thrilling. With its two-way adjustable dampers, the vehicle’s advanced suspension system ensures that it remains planted even at high speeds. The larger 21-inch wheels with 275mm tires provide exceptional grip, allowing you to tackle the track’s notorious turns confidently.

Driving the Ioniq 5 N at WeatherTech Raceway Laguna Seca, I was impressed by its stability and precision. The car’s braking system truly shined on the track. The 4-piston 400 mm front brakes and 1-piston 360 mm rear brakes offered powerful stopping power, essential for high-speed driving. The regenerative braking system recovered energy and provided deceleration that enhanced control during aggressive driving. The N e-shift feature added an extra layer of engagement, simulating gear shifts and giving a visceral feel that is often missing in electric vehicles.

The Ioniq 5 N truly earns its “corner rascal” nickname. The all-wheel-drive system can be adjusted to distribute torque almost entirely to the rear wheels, making the car feel nimble and agile. The electronic limited-slip differential and the precise steering response allow you to navigate tight corners easily. The car feels incredibly balanced, and the weight distribution is optimized to enhance cornering stability.

Pedal response is another highlight. The car’s three-level adjustable regenerative braking allows for fine-tuning off-throttle behavior, enhancing weight transfer and improving turn-in. Whether on a winding mountain road or a technical racetrack, the Ioniq 5 N delivers a dynamic and engaging driving experience that makes every twist and turn a joy to navigate. On the legendary Corkscrew at Laguna Seca, the Ioniq 5 N maintained its composure, demonstrating exceptional handling and balance.

Despite its high-performance capabilities, the Ioniq 5 N remains practical and comfortable for daily driving. The interior blends sporty and luxurious elements, featuring high-quality materials and advanced technology. The bucket seats provide excellent support for spirited driving while remaining comfortable for longer journeys. The adjustable driving modes allow you to switch from a sporty setup to a more relaxed one, perfect for city commuting or highway cruising.

Advanced driver-assistance systems ensure safety and convenience, while features like Hyundai Pay and wireless Apple CarPlay enhance the user experience. The Ioniq 5 N’s fast-charging capability, which allows the battery to go from 10% to 80% in just 18 minutes, makes it practical for daily use, minimizing downtime and keeping you on the move.

Driving the Hyundai Ioniq 5 N is a thrilling experience that seamlessly blends high performance with everyday usability. Whether carving through corners on a racetrack, enjoying the dynamic handling on a winding road, or simply commuting to work, the Ioniq 5 N delivers an engaging and versatile driving experience that sets a new standard for electric vehicles. The opportunity to drive it at WeatherTech Raceway Laguna Seca highlighted its capabilities and left a lasting impression, showcasing Hyundai’s dedication to innovation and performance.

The post Hyundai Ioniq 5 N First Drive Review: The Ultimate Blend of Performance and Style first appeared on Yanko Design.

2024 Audi RS7 Performance: Unmatched Power and Luxury

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There are a lot of fine machines that you can get if you’re willing to spend over $100,000 these days. In fact, you can get multiple amazing cars for that amount of money, so if you’re going to choose just one car and pay over $150,000 for it, it had better be very, very good.

And that’s exactly what Audi’s RS7 promises to be. With 621 horsepower from a 4.0-liter V8 routed to all four wheels through an advanced all-wheel drive system with an active, torque-vectoring differential and an eight-speed automatic transmission, it certainly promises to be a powerhouse when it comes both to performance and all-season poise. But does it deliver, especially when optioned up to a final price of $151,840?

Design

First impressions are key with a car like this, and the RS7 doesn’t disappoint. While you can get this same basic silhouette for as little as $72,000 in the base A7, stepping up past the roughly $85,000 S7 into the RS7 you see here adds several model-specific customizations — some subtle, others less so.

To me, the most striking are those amazing 22-inch wheels. While I’m not generally a fan of black wheels, especially on a car like this, you could paint these any color you like, and they’d still be striking. The shape, which seems delicate as a spider’s web, is beautifully compelling, while the deep dish provided by that offset gives this sedan a concept-car stance.

That deep-dish profile helps fill the fenders on the RS7, which are substantially wider than those on the base A7. It’s the nose, though, that is most noticeable, with massive inlets featuring exposed carbon fiber slats. The color here, Florett Silver, is on the subtle side for a car this powerful, but it pairs beautifully with the black wheels and carbon highlights.

But what I like most about the RS7 is that, despite those details that enthusiasts will spot from a mile away, your average person out there on the streets won’t necessarily see this one coming. On a casual glance, the RS7 doesn’t shout its presence. The added bits aren’t so much flare as they are finesse, and that’s very much in line with what I want from a car.

Interior detailing

On the inside, the changes over the base A7 are similarly subtle, but there are differences. It starts with the deep-set sports seats with their distinctive hexagonal pattern. They look great, especially in Cognac leather, but if I’m honest, for a car with this much performance, I might have wanted something a bit sportier, like those offered by the $3,000 RS Design package with contrasting stitching.

The dash and doors in the RS7 receive slashes of carbon fiber, left matte, not sealed behind glossy resin like on most cars. This means it’s as lovely to touch as it is to see. Likewise, the steering wheel is Audi’s deep, thick sports shape that fits my hands like it was molded for them. A pair of discrete metal shift paddles on the back waiting for sportier drives.

Everything in here is high-quality, with the only aspects I don’t appreciate being the expanses of glossy piano black on the center console around the shifter and running across the center of the dashboard. But, from a materials and fit-and-finish standpoint, there’s nothing to complain about.

The same goes for front-seat comfort. There’s plenty of headroom and legroom, and the comprehensive heating and ventilation of those front seats will keep your posterior thermally managed. The rear seats are also heated but don’t offer anywhere near the space. As you can probably guess by that roofline, headroom out back is limited, as is legroom.

But those seats do at least fold out of the way easily, with a 40/20/40 split, meaning you can drop just the middle section should you want to seat four in here while also carrying some skis, snowboards, or the like. Just make sure the two rear passengers are somewhat short of stature.

The software experience

Audi’s MMI experience handles infotainment duties, a dual-screen system that’s comprehensive if occasionally confusing. The bottom screen is mostly used for the car’s climate control system, but occasionally, you’ll use the top screen for that.

Meanwhile, the top screen has the bulk of the infotainment experience, and you’ll find the integrated navigation system and media playback here. Connect your phone for wireless Android Auto or Apple CarPlay and either of those displays take over the top screen. Media is played through a 23-speaker Bang & Olufsen sound system, which offers a rich, broad sound but comes with quite an asking price: $4,900.

The gauge cluster is likewise fully digital, measuring 12.3 inches on the diagonal, and there’s a heads-up display as well, meaning you’ll not be lacking for information. All displays are thoroughly customizable and full of telemetry covering everything from maximum g-forces to tire pressures.

The most important control might just be on the steering wheel. It’s the RS button, which you can use to quickly toggle through two user-defined RS modes: RS1 and RS2. You can customize the engine response, suspension stiffness, steering resistance, engine sound, and differential setup.

Dig a little deeper, and you can also raise or lower the adaptive suspension, which I frequently had to do while driving the car.

Winter testing

My RS7 visit coincided with one of the worst ice storms we’ve experienced in New York in years. Heavy rains swept through, followed by a rapid temperature drop and a foot of heavy, wet snow. The resulting combination not only left the roads covered in ice and slick snow but also brought down trees and branches all over.

And I had to drive three hours straight into the heart of it.

Virtually any other 600-horsepower, $151,000 car would have left me, at best, stranded or, at worst, halfway through a tree. The RS7 handled it all remarkably well. Though the RS7 is low, it’s not so terminally low that the aggressive front air dam turned into a plow when the snow started to pile up.

Meanwhile, Audi’s sportiest sedan did an excellent job of getting all that power to the ground. In the few times I dug deep into the throttle (purely for the sake of experimentation), the RS7 squirmed just a bit, making the most of the grip, then shot forward in a controlled, predictable way.

This was on some of the slickest, nastiest roads I’ve ever experienced. I saw many cars in ditches, yet I had no problem getting home. I even enjoyed myself. And, on those few times when I needed to clear some particularly deep snow, raising the car an extra 0.8 inches was a reassuring thing — even if it was only a maximum speed of about 20 mph.

Much of this performance must be attributed to the Continental WinterContact tires on the car, which, despite being incredibly wide and low-profile, delivered good and predictable grip. But the RS7’s advanced differential system ensured that the power got to those tires in a balanced way and ultimately ensured that I got home safe.

Once the weather cleared and the roads dried, I had a chance to sample the car’s speed and performance differently. Here the RS7 is brutal and fast. That twin-turbo V8 sounds fantastic as it roars up through your every acceleration and burbles gently as you lose that speed again. The transmission clips through ratios without hesitation but did have a tendency to make the car jerk and stumble a bit when coasting to a stop.

The steering is delightfully quick, if a bit numb, and the grip levels are, of course, huge. For a car of this size, it’s very, very good.

Switching back to Comfort mode, the car returns to being a calm and relaxing luxury sedan. It’s really only that occasionally jerky transmission that betrays this car’s performance capability, that and an excess of road noise, which would surely be lessened with summer or all-season tires rather than the chunky winter tire treads here.

The 17.4 mpg I saw during my testing also points to this car’s capabilities, which matches the car’s official combined rating. However, according to the EPA, you can get up to 22 mpg on the highway if you drive it gently.

Pricing and Options

The 2024 Audi RS7 Performance you see here had a starting MSRP of $127,800, but included a number of options, including $7,650 for the matte carbon fiber, $4,900 for the Bang & Olufsen sound system, and $2,250 for the driver assistance package. The total price came out to $151,840 after a $1,095 destination charge.

As a machine meant to mix both luxury and performance, the RS7 handles both categories well, not providing the posh experience of something like a Mercedes-Benz S-Class, but lining up quite compellingly against something like a Mercedes-AMG GT Sedan or Porsche Panamera and with a price to match.

With its visual tweaks and hints of outrageous performance, the RS7 feels a bit more special than either of those two, a bit more rare. Still, with Porsche’s new Panamera coming, and Mercedes raising the bar with the AMG GT, Audi’s barnstormer might need some new moves to keep up.

 

The post 2024 Audi RS7 Performance: Unmatched Power and Luxury first appeared on Yanko Design.

2024 Lamborghini Huracan Sterrato Review

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PROS:


  • Stellar all-weather performance

  • Dramatic styling

  • Amazing sound

CONS:


  • Terrible rearward visibility

  • No more Corsa mode

  • The cost

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A beautiful all-weather supercar, a true joy in inclement conditions, and a hell of a lot of fun even when the roads are dry and smooth.

The Huracan is getting on a bit. Now entering its 10th year of production, it’s not quite as long in the tooth as the venerable Aventador became before it was finally replaced last year, but it’s getting there.

To keep things feeling fresh, the Huracan formula must keep tweaking and extending. Typically, Lamborghini does this by slapping letters like S, SV, and SVJ to its cars, dialing up the power and asking price all the while. The Sterrato, though, is something new, something different, and, as it turns out, something extraordinary.

The concept

The Huracan Sterrato is, quite simply, the ultimate off-road Lamborghini. Sure, the Urus has more ground clearance and would surely be better for climbing up a rocky trail, but the rest of the time it offers little in terms of Lamborghini feel and flare. There was also the LM002 SUV of the 1980s. That thing was a true off-road beast, but having piloted one around Northern Italy, I can tell you that when it comes to actual driving enjoyment, there’s not much to be had.

Meanwhile, the Sterrato looks and drives like a true Lamborghini, just one that’s had a few subtle additions and enhancements to ensure that the fun doesn’t stop when the asphalt does.

That starts with the suspension, which raises the car by 44 mm. Part of that lift is helped by the tread on a set of chunky Bridgestone Dueler AT002 tires mounted to 19-inch wheels. Five wheels, as it happens, with the car you see here outfitted with an optional spare mounted to the roof. That, though, is one option that I can’t recommend against strongly. The Sterrato, you see, doesn’t come with a jack, so even if you get a flat, you’ll have no way to change that wheel.

The engine, the Huracan’s brilliant 610-horsepower 5.2-liter V10, comes with top-mounted air intake, which not only looks fantastic but should help the engine suck in a little less grit on a dusty rally trail.

The rest of the changes are more on the lifestyle side, as ever, “style” being the most important part. The Sterrato comes with a pair of permanently affixed roof rails, to which you can mount crossbars and put whatever accessories you like. The car you see here came into my life with a top cargo basket of sorts, but given my wintery testing, a ski rack would have been more appropriate.

Chunky, bolted-on fender flares at every corner add stance and aggression, while some light underbody protection should keep gravel and the like from damaging that aluminum and composite chassis.

The overall shape and appearance of the Huracan isn’t much impacted. It looks essentially the same as it ever did, just slightly angrier and, most importantly, more ready for adventure.

Interior

On the inside, Sterrato-specific changes are few. Lamborghini offers a pair of all-weather, rubber floor mats that fit perfectly and extend up the sides of the Huracan’s microfiber-lined interior. They’re a must-have if you’ll be braving inclement conditions.

But otherwise, it’s much the same interior as we’ve seen elsewhere in the Huracan. Alcantara is the material of choice, feeling luxurious and looking great, especially with the contrasting yellow stitching and the lurid seatbelts to match. The attention to detail here is impressive, and while many will find the styling a bit excessive, it’s absolutely on-point for a Lamborghini.

The Huracan was recently updated with a new touchscreen interface that is simple but effective. Both Android Auto and Apple CarPlay are on offer, but only wired. There’s also Alexa in here if you have an active Amazon account.

More importantly are the various telemetry screens on offer, including a new one for the Sterrato that shows off-road angle information, plus GPS coordinates, just perfect for when you’re really going out there. I found the differential display far more interesting, showing in real-time where the Huracan is sending its power, front-to-rear and side-to-side. As much of my testing was done in low-grip situations, it was a never-ending source of entertainment to see the flow of torque.

While entertaining to watch, you won’t need to spend much time stabbing at that touchscreen. Most of the essential driving controls are right on the steering wheel. Your left thumb controls the turn signals plus flashing or toggling the high beams. On the right, you’ll find the windshield wiper button.

The mode toggle is on the bottom, customized for the Sterrato. Strada is the default mode on top, followed by the racier Sport, and then Rally, a new dedicated, low-grip, high-performance mode that is the hallmark of this car. The final controls within reach are the column-mounted shift paddles, made of metal and standing proud behind the wheel.

While most inputs are on the wheel, the Huracan still has plenty of physical controls elsewhere, including a row of plastic toggles that run above the touchscreen and that iconic, crimson ENGINE START/STOP button in the center console lurking under a plastic protector. Flip that up, stab the button, and everything changes.

Ignition

The Sterrato’s V10 is situated just about a foot behind the driver’s right ear, so when it spins into life, you absolutely know it.

However, to enjoy the engine’s sound, you need to toggle to Sport mode, which opens up the exhaust and adds a fair bit of bass to the experience.

In fact, you’re better off avoiding Strada mode almost entirely. The Sterrato’s default drive mode is extremely, oddly tame. It’s always trying to run you a gear or two higher in the seven-speed dual-clutch transmission than you might like and feels quite reluctant to downshift. It also enables the somewhat annoying engine start/stop feature (which you can quickly disable if you like). Finally, it’s all too eager to drop the V10 down to an inline five-cylinder whenever you’re light on the throttle.

Driven in this way, I managed 15.1 mpg during my testing, which is quite reasonable for a 600-plus hp car. Indeed, that’s precisely why that mode exists. But if you want an engaging drive, step on up to Sport.

In Sport, everything just feels better. The shifts are rougher than before, but they’re lightning-quick and exactly where you want them to be. The exhaust sounds better, the engine is more responsive, and the Sterrato just feels ready to play.

However, it’s in Rally mode when things get wild. This new mode was designed to provide a much more playful experience in low-grip situations, allowing the Sterrato to spin up its wheels with more aggression than would normally be beneficial for a high-grip situation like the Corsa mode was designed for, which is found on other Huracans.

In Rally, the Sterrato is happy to let you let loose, not cutting power for me even when all four wheels were spinning wildly on an icy surface. It did cut power when I made larger steering inputs, being somewhat selective in how much counter-steering was allowed before it decided I needed some help. But it certainly didn’t ruin the fun.

I do, though, lament the loss of the Corsa mode. While the Rally mode is a good trade, it’s a shame you can’t have both. After all, though its suspension is softer, with a proper set of tires the Sterrato would still be a wonderful track day toy.

Regarding the tires, the Sterrato’s Dueler AT002s are rated for mud and snow, but certainly seem better suited for the former. While I wasn’t able to test that condition, I did spend lots of time amid wintery stuff with the Sterrato you see here. The tires didn’t provide the confidence offered by a dedicated snow tire, especially in more icy conditions, but they delivered plenty of grip to have fun. Most importantly, when they gave up that grip, they did so in a clean, predictable manner.

Options and pricing

The Huracan Sterrato starts at $273,177, plus a $3,695 destination charge and a $2,100 gas guzzler tax. The car you see here had a suite of mostly cosmetic options, including $9,800 for the lovely Giallo Inti paint and $7,600 for the sports seats.

It doesn’t take long to add another six figures onto the price of your Sterrato, with this one costing $348,649 in total, but that’s the name of the game with a car like this.

The Sterrato’s performance, however, is anything but predictable. It’s a beautiful all-weather supercar, a true joy in inclement conditions, and a hell of a lot of fun even when the roads are dry and smooth. It’s even more comfortable to drive than a regular Huracan and much less likely to dig its nose into the slightest inclines, too.

It’s the complete package, and while you’ll certainly have to pay for it, it feels very much worth every penny.

The post 2024 Lamborghini Huracan Sterrato Review first appeared on Yanko Design.

2024 Audi Q8 E-Tron Review

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PROS:


  • Engaging handling

  • Comfort seating

  • Plenty of storage

CONS:


  • Range still a bit short

  • No hands-off tech

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A refresh that moves Audi's E-Tron forward in all the right directions.

As far as EVs go, the E-Tron has been around long enough to have seen a few things. Debuting back in 2018, Audi’s first battery-powered ride was a great car in many ways, but it also felt lacking in others. Most notably, its range was on the middling side and its handling made it a pleasant drive but far from a memorable one. Finally, there was the name: E-Tron. It just didn’t really fit in with anything Audi had done before or since.

For 2024, it’s back, and now it’s called the Q8 E-Tron. Despite the new name, now fitting squarely within Audi’s model taxonomy, this is actually a subtle refresh. It’s so subtle that you’d be forgiven for not being able to identify the new car from the old were they sitting side-by-side. But, after having driven both quite extensively, I’m happy to say it’s a refresh that moves the car forward in all the right directions — though perhaps not far enough in some.

By the numbers

The Q8 E-Tron is, like before, a five-passenger SUV that, to my eye, looks more like a tall station wagon. Its height of 64.3 inches splits the difference quite handily between the regular Q8 SUV and the A8 sedan, so it really is its own thing.

It’s available in three trims, with starting prices in the U.S. just under $75,000 on the low end and $85,000 on the high end. The car tested here is a Prestige trim with just a few options added.

It has a dual-motor all-wheel-drive system offering a total system output of 402 horsepower and 490 pound-feet of torque. The range from the new and larger 114-kilowatt-hour battery is 285 miles per the EPA, while the maximum charging rate is 170 kW. In my testing, I didn’t come anywhere near that EPA rating, averaging 2.3 miles per kilowatt hour at best, for an estimated 243 miles from the 106 usable kWh in that new battery.

But don’t hold that against it. I did all my testing in the winter months, and that result is actually quite good given the low temperatures. Even the best EVs hate the cold. In the summer, I have no doubt that drivers will meet or exceed that EPA figure.

More importantly, the Q8 E-Tron did an excellent job of providing accurate, reliable range estimates based on weather conditions and terrain, something that many other EV makes still struggle with.

Deja-Q

Squint, and you’ll hardly be able to tell the difference between the Q8 and the E-Tron that came before. Put on your glasses, and the differences are still easy to miss. The highlights are definitely in the front facia, which is sharper, cleaner, and fresher than before. Revised lighting, too, makes the Q8 E-Tron have a subtly greater presence than before.

New 20-inch wheels also provide more visual intrigue from the side without compromising ride quality too much, but the overall visual aesthetic of the Q8 is still very much an understated one. That’s doubly so, thanks to a decidedly muted selection of colors. The shade you see here, Plasma Blue, is the most dramatic of the bunch, and yet it easily blends into your average parking lot palette.

Even less has changed on the inside, and that doesn’t bother me so much. The original E-Tron’s interior was a standout, and while it’s perhaps a bit familiar now, it still delivers in all the right ways. It also still bears the indentations in the door cars where the digital side-view mirrors would live in the American version of the Q8 E-Tron, were they legal. Five years after the original E-Tron’s launch, they’re still not.

Though mostly dark and dominated by soft-touch rubbers and plenty of harder, harsher stuff, the look is clean, and everything feels durable. The slash of open-pore wood across the dash, though desaturated and still not providing much visual flare, does at least add some organic appeal to what would otherwise be too cold a space. (Brown leather is also on offer, as well as off-white.)

The primary interface is a pair of touchscreens stacked vertically. The lower is primarily dedicated to HVAC controls and other features like smart home integration, charging, and toggling hill descent control.

The touchscreen above is the more significant of the two, where the bulk of Audi’s MMI lives and where either Apple CarPlay or Android Auto will be wirelessly displayed should you choose to enable it. To the left, there’s Audi’s Virtual Cockpit Plus, augmented further by a heads-up display.

That’s plenty of displays for sure. Though this version of MMI feels more than a little dated at this point, its voice recognition in particular offering little assistance compared to the more recent offerings from BMW or Mercedes-Benz. That said, it’s quick and easy to use, and the haptic pulse received when selecting touch controls is still a pleasant thing.

Interior comfort

At 193.5 inches long, the Q8 E-Tron is a big car, and it makes use of that volume by offering comfortable seating in the front or the rear. Out back, there’s plenty of legroom and headroom, plus a pair of USB-C ports and dedicated controls for rear HVAC, plus heating the rear seats.

Front seats add ventilation, and while the cooling isn’t particularly effective, the heating is certainly the more important part of the equation, and there they do not disappoint. The heated steering wheel, however, could use a few more watts.

Front seats are power-adjustable, with two memory settings, and visibility from the driver’s seat is quite good. The shaping of the A-pillars keeps them from blocking too much of your perspective, while the panoramic sunroof above helps keep things looking lighter and brighter than the dark materials otherwise would.

In practical terms, 28.5 cubic feet of cargo space make for a very livable machine. Fold the split rear seats, which flop down at the pull of a lever at the back of the cargo compartment, and you’re greeted with an expansive 56.4 cubic feet of space. Plenty for the most indulgent of trips to the big-box shops.

The drive

The outgoing E-Tron was pleasant to drive, calm and relaxed, quite nicely composed on the sorts of roads that will try the best of suspension systems. The revised Q8 E-Tron, I’m pleased to say, has lost none of that valuable, though ultimately forgettable demeanor.

What’s added is a surprising amount of engagement. The Q8 E-Tron, when pushed hard and toggled over to Sport mode, is quite fun to drive. No, we’re not coming close to the levels offered even by any member of Audi’s RS family. Still, revised steering and some subtle suspension tweaks help make for a car that’s eager when the road turns away from you.

It’s also eager when that road is straight and narrow. The new Q8 E-Tron feels even quicker than its 402 hp. To get maximum power, you need to be in Sport mode, where the throttle is sharpest. The Q8 E-Tron is genuinely eager, so eager that you’ll only want to deploy that mode when you’re by yourself, lest you threaten the patience — or the stomachs — of anyone else in the car.

They won’t have to worry about getting car sick from excessive regenerative braking, though. Like the old E-Tron, the Q8 doesn’t have much to offer. Tap the left paddle a few times to enable maximum regen, but the maximum is barely any. Audi’s dogged dislike of one-pedal driving continues, which continues to be a shame for any buyer who prefers not to step on the brake pedal so often.

Regarding safety systems, the Q8 E-Tron has a comprehensive stack, including automatic emergency braking, blind-spot monitoring with rear cross-traffic alerts, and a lane departure warning system. It was enough to earn it an IIHS Top Safety Pick+ award.

However, where more and more competitors offer hands-off highway driving, this SUV is still very much in the hands-on mode. Its lane-keep system also got a little confused when approaching exit ramps where the right painted lines split off to make room for the exit, resulting in an occasional, uncomfortable lurch. But the adaptive cruise worked well, always identifying and reacting to traffic early and smoothly.

Options and pricing

The 2024 Audi Q8 E-Tron you see here had a starting MSRP of $74,400, while the Prestige package added a further $10,400. Compared to the base Q8 E-Tron, Premium Plus adds on the better Bang & Olufsen sound system, ventilated front seats, and the 360 camera. Prestige steps that up further with a basic massaging system on those seats, which are now wrapped in higher-spec leather, with upgraded matrix lighting up front.

This car also blacked out much of the chrome with the $2,000 Black Optic Package, $400 for additional rear side airbags, and $595 for that Plasma Blue paint. Add on the $1,195 destination charge, and you have a final sticker price of $88,990.

That’s a comprehensively equipped and properly luxurious machine for that money. Really, it’s only the range that’s still a bit light compared to the competition, on par with something like the Mercedes-Benz EQE SUV’s 279 miles, but short of BMW’s iX, which offers 311 miles for comparable money. But, most buyers will find the E-Tron’s 285 miles plenty enough, and they’ll also find the Q8 to be a comfortable, upscale, and now subtly engaging all-electric SUV.

The post 2024 Audi Q8 E-Tron Review first appeared on Yanko Design.

Hyundai Ioniq 6 Review

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PROS:


  • Stellar range

  • Compelling style

  • Good technology

CONS:


  • Tiny trunk

  • Limited headroom

  • Inaccurate range predictions

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

A comprehensively good car with striking looks and world-class efficiency.

The battle for aerodynamic performance has created some compelling shapes over the years, but it’s mandated far more that would be called boring. Amorphous machines like the Mercedes-Benz EQS and the Tesla Model S haven’t exactly won the hearts or minds of many buyers. But still, it’s an important fight. With buyers demanding ever more range and efficiency from their EVs, a car cheating the wind is even more important now than ever.

The Ioniq 6 is Hyundai’s most extreme aerodynamic experiment yet. With a drag coefficient of just 0.22, it’s the slipperiest car ever from the South Korean manufacturer. Impressively, it’s a figure that approaches or matches other, more boring shapes like the aforementioned Mercedes and Tesla.

Despite that, it’s a car that has a distinctive, fetching shape and a visual appeal all its own. That it looks like nothing else on the road is a good start, that it’s such a comprehensively good car and is available with 300 miles of range is even better.

The Packaging

The shape of the Ioniq 6 is quite basic, just a simple front-to-rear arc that doesn’t by itself offer much in the way of intrigue. But within that low-drag profile is a series of details and highlights that make this sedan special.

The most interesting angle is the rear. Instead of simply tapering down to the ground, designers integrated a large spoiler into the back of the Hyundai. This definitely serves an aerodynamic purpose, but more importantly, it adds an air of sportiness to what could otherwise be a utilitarian profile.

Like the rest of the car, that spoiler is riddled with pixel lights and other details, creating a car that looks as interesting up close as it does from afar. Even the little fin antenna perched up on the roof contains some surprises, a transparent housing that exposes its circuitry when you get up there and really look at it. That is something you will want to do with the Ioniq 6.

Unfortunately, the car’s slippery profile does come with its compromises, starting with storage space. There’s effectively no storage space under the frunk, and the trunk is not much better. The opening to the boot of the Ioniq 6 is wide but low, exposing only 11.2 cubic feet of storage space. That’s about a third less even than the Sonata, a car of otherwise similar dimensions.

In fact, the Ioniq 6 is nine inches longer even than the Ioniq 5. That length does impart some advantages, like a copious amount of legroom in the rear seats. Headroom, though, is more limited. Passable, but far from generous. Rear seat occupants get a pair of USB-C ports and even a 250V three-prong outlet for juicing up more power-hungry devices.

Two more USB-C ports are lurking in the armrest, plus a USB-A port up front and a Qi wireless pad. You’ll need to use one of those ports if you want either Android Auto or Apple CarPlay, because neither is supported wirelessly.

Up front, headroom is acceptable but still not great. I’m six feet tall, and my hair just brushed the headliner with the driver’s seat situated as low as possible. Otherwise, seating is comfortable, power-adjustable and offering adjustable lumbar support plus heating and cooling. That heating is powerful, so much so that even on some very chilly mornings I found its highest setting too intense.

Interface

Like nearly everything else here, seat heater controls are buried in the touchscreen. There’s a small HVAC panel low on the center console where you can adjust temperatures and trigger the defrosters, but otherwise you’re left stabbing at that panel.

It’s a 12.3-inch unit, joined at the hip with another 12.3-inch panel that forms the gauge cluster. It’s the same basic layout as on the Ioniq 5 and it looks and works well here. The two displays are framed in matte silver, giving a clean, cohesive look.

Thumb controls on the wheel make adjusting things like cruise control and media volume easy, while a set of delightfully chunky and tactile stalks behind handle the usual duties for turn signals and wipers. A third stalk, situated low and on the right, is the gear selector. Twist it forward for D, rearward for R, and push in the button on the end for P.

At first, it’s a little easy to get the shifter confused for the wiper stalk, but otherwise, the control layout is intuitive, while the feel of all the controls is excellent.

As is the look of the interior. Though dominated by dark plastics on this particular car that have a bit of a harsh feel to them in places (white is also available), the Ioniq 6 manages to be even more interesting on the inside than on the outside. Subtle ripples on the door cars grow in amplitude from top to bottom, emerging like standing waves as you get close to the handles integrated into large arm rests that feature massive, bright speaker grilles.

Those speakers are from Bose and offer plenty of power to fill the cabin. There’s perhaps not an excess of finesse from the sound performance here, the prodigious bass coming from the trunk somewhat overshadowing the tweeters in the A-pillars and the speaker perched high on the dashboard.

Upturned edges visually dominate the dash itself, flourishes meant to highlight the integrated, digital side-view mirrors present in international markets but sadly lacking in the U.S.-specification car you see here. Still, it’s a compelling look, all of it punctuated by countless little squares, pixels found everywhere from the dashboard down to the generous storage space on the floor between the seats.

Four more pixels are embedded in the steering wheel, each backed by LEDs that sweep in color in response to drive mode and other features. The Ioniq 6’s ambient lighting can likewise be set to cycle as you tap the Drive Mode button on the steering wheel, with green for Eco, blue for Normal, and red for Sport.

If there’s one disappointing thing in the interior, it’s that Drive Mode dial on the steering wheel. The knurled edges make you want to spin it to cycle from one mode to the next. Sadly, it’s just a simple button, toggling slowly from one mode to the next.

Sport mode

While not as satisfying as a knob to twist, the resulting transformation is still very rewarding, the Ioniq 6 morphing from gentle cruiser to performance-minded hooligan machine with just two taps.

In Eco mode, the cool green ambient lighting matches the calm and quiet cabin. In this mode, the Ioniq 6 is a real pleasure to breeze your way through traffic or down to the shops. The suspension on the Ioniq 6 is tuned to the soft side, a feel that’s just short of floaty.

The priority was clearly on ride quality, which is generally good, though the low-profile 20-inch wheels and tires can be a bit harsh on sharp bumps, like broken concrete highways and separation joints. Those looking for the ultimate in cosseting will want to spec the 18-inch wheels and tires found on lesser trims.

Tap twice to cycle into Sport Mode, and things get rambunctious. Though the suspension doesn’t change, the throttle response is sharpened to a point where this dual-motor all-wheel-drive unit leaps forward. 320 horsepower and 446 pound-feet of torque are now readily and eagerly applied to your most subtle whim.

The power is easily enough to overcome the grip offered by the low-rolling-resistance tires here, and once the car’s traction control system detects a hint of spin it neutralizes the power output. Driving the Ioniq 6 hard, then, is a game of managing grip, not asking too much lest you draw the attention of the traction or stability control systems.

With that soft suspension and prodigious dimensions, the Ioniq 6 will never be a sports car. But its strong acceleration will leave nearly anything else on the road in its wake, and it’s a genuinely good time to dart through traffic circles and sling out of fast bends. And, with the regenerative braking set to maximum via the wheel-mounted paddles, there’s little need to remove your foot from the accelerator.

Flog it like this, and the Ioniq 6 won’t come close to its EPA rating of 270 miles on a charge from its 77.4 kWh battery pack. With a combination of hard driving and highway speeds in cold temperatures, I still averaged 2.9 miles per kWh for a theoretical maximum range of 225 miles.

That’s actually quite good, given it was flirting with freezing during my testing. And, because I wasn’t going easy on the accelerator. Driven in more temperate conditions and with a bit more frugality, I’m confident that 270 mile figure is achievable.

That said, I was disappointed by the car’s inaccurate range predictions. In one long, 120-mile highway stretch, the car initially estimated I’d have 80 miles of range remaining when I got to my destination. When I arrived, fewer than 30 miles were left on the clock. That’s despite my using the integrated navigation system, so it knew exactly where I was going and how I was going to get there.

That was a letdown, but Hyundai’s latest Highway Drive Assist system at least impressed. The Ioniq 6 stayed rock-solid, centered in its lane, slowing up or speeding down based on traffic in a casual, no-fuss way. The car will even change lanes on its own, only requiring that you, the driver, signal the change. It worked reliably but slowly, the car often pondering a full three seconds before making its move. That’s too long when there’s traffic about.

Pricing and Options

Hyundai Ioniq 6 pricing starts at $41,600 for a Standard Range, single-motor model. The model I tested here is a top-shelf Limited Long Range AWD with 20-inch wheels and a $56,100 MSRP. The lone accessory added was $210 for floor mats. Add the $1,115 destination charge, and you have a final asking price of $57,425.

As fun as the Ioniq 6 is with two motors and all the power they bring, to me, the Ioniq 6 is best when driven more casually and frugally. Given that, I’d spec it with the single-motor long-range SE version. That starts at just $45,500 and, though slower, is rated for a remarkable 361 miles on the EPA cycle.

You’d find me hypermiling my way to work, enjoying the kind of range generally only found in cars costing much more, cars that don’t look and feel anywhere near as interesting as this.

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