Please pardon my fan girling here, but the Chevrolet Silverado EV simply delighted me. This innovative electric pickup truck’s 440 mile range, 754 horsepower, 10,000 lbs. of tow capacity, 4 wheel steering and dual-motor four wheel drive are a great reason to put it on your wish list.

Priced from $74K to about $95K and eligible for US federal tax incentives (as well as any state, local and utility incentives that might be available to you), the Silverado EV has a distinct look with a light bar across the front of the truck and a lighted Chevy bowtie badge. “Sail” panels fill the corners between the bed walls and the rear wall, adding to its aerodynamics and streamlining the look a bit. And then, there’s the midgate.

Related: Towing While Using Hands-Free Driving? Yes, with Chevrolet Super Cruise

Meet the Midgate, a Game Changer in Pickup Trucks

The mid-gate, which for now is only available on the top of the line RS trim, essentially creates a fully open fourth wall of the cabin by folding the seats and wall flat on the floor. This also creates a huge amount of contiguous open space—nearly 11 feet—from the cabin to the tailgate. You can remove that 4th wall to carry almost anything. Put the windows down and the Silverado EV becomes a pickup truck convertible. 

Expect to see this concept copied and touted in trucks everywhere. It’s just so good. Here’s how it works:

• As with most pickup trucks, flip the rear seats forward to move them out of the way
• Pull the strap loops on the floor to fold the rear seat backs into the floor 
• Unlock the window clips (similar to the clips used to unlatch a convertible car top) in the ceiling to remove the rear window
• Stow the window in a dedicated storage space in the rear wall just below the window opening
• Tap a button under the window storage and the wall releases; lower it to fold it flat
• You can also leave the window in and simply open one or both panels below it for extra space without opening the entire wall
• There are tutorial images on the rear seats that are visible once the seats have been moved out of the way
• The entire process can be managed by one person and done in less than 2 minutes. And I got it down in just a couple of tries. It’s actually pretty easy to use

Related: The Ford F-150 Lightning is Finally Here and It’s All It’s Said to Be

Driving The Silverado EV Is Fun and Easy

The other unique thing about the Silverado EV is that it’s all electric. As you’d expect, it’s quiet and powerful. It’s powered on by pressing the brake pedal and it’s powered off by walking away with the key fob, though you can also press a button on the touch screen to power down. And it has true one pedal driving, as well as a regenerative braking paddle that allows you to recoup unused power on the go when you don’t want to use one pedal driving. Let me explain.

Tap the one pedal driving icon on the touch screen—it appears in the fixed panel of icons just to the left of the main screen when the truck is in gear—and the system is active. You can set it for “normal” or “high” or turn the system off if you decide you don’t want to use it.

I really like the “high” setting because this allows you to regulate your speed and braking just using the the accelerator. When I used it I hardly touched the brake, even coming to a full stop. 

Another notable detail is that this system acts as brake hold, too; when it’s active and you come to a full stop, you’ll remain in that position until you tap the accelerator. There is not a brake hold or auto hold button, so you have to be in regenerative brake mode in order to avoid holding your foot on the brake at a traffic light or stop sign.

For those times when we want to have a bit of fun with the novelty of the instant acceleration that EVs offer, Chevy added “WOW” mode, or Wide Open Watts. Just tap the Mode button, then tap the WOW Icon on the screen and floor it for all 754 HP at once. We tried it and, yes, it’s fun, if a bit scary to get up to top highway speed in just a few seconds. 

Related: Super Cruise, Blue Cruise and More: Hands-Free Driving Systems

Even With All That Range, The Silverado EV’s Battery Seemed Very Efficient 

I’m not sure if it was my great use of regenerative braking or just the efficiency of the Silverado’s Ultium system, but our efficiency was pretty good. We started out with about 80% battery charge and drove for about two hours and still had more than 65% of the charge left despite heavy use of the air conditioning. But, with a range of 440 miles on the RS edition we were driving, we didn’t have any anxiety about running down the battery. 

Then, we sat in the truck with the air conditioning running most of the afternoon. It was a very hot, humid day and we kept the A/C on so we could hop in and cool off. Despite about more than two hours of this we only used 8 miles of battery range. 

Related: Cadillac Escalade IQ Electric 3-Row SUV: Innovative Luxury for the Electric Age

The Chevrolet Silverado EV Has a Fancy New Multimedia System

Chevrolet is midway through the rollout of its new multimedia system, which takes center stage in the Silverado EV. While you’ll find it functions the same as systems in other newly redesigned Chevrolets—the Traverse and the Colorado, for instance—the beauty of this system is that it’s customizable to the particulars of the vehicle. So the system in the Silverado EV has specific screens and functions for an electric car, including charging information.

Among them, a one-pedal driving button that, when the car is in gear, pops up on a fixed menu just to the left of the main screen. Tap it and you can turn on one-pedal driving and set your preferred level of regeneration. 

This fixed set of icons is also where you’ll find the headlight function, rather than a dial or on a stalk, and it’s where you’ll find the off button. 

Unlike the versions of this multimedia system in Chevy’s gas-powered cars, the setup in Chevrolet’s EVs don’t support Apple CarPlay or Android Auto. This may be an inconvenience to some, especially those who have grown used to using these systems, but there are work-arounds. You can log into your Google account to get access to your maps and apps, and you can log into supported apps like Spotify. For music or messages, though, you’ll have to connect your phone to the system via Bluetooth. 

The new system is nicely organized and offers deep function for all aspects of this truck, from customized drive modes to organizing system settings the way you’d like them. 

All The Fancy Stuff Is Included in the RS Edition

We test drove the RS edition, the top of the line Silverado EV. In our model we had lots of fancy features including a digital rear view mirror, head up display, voice assistance and Super Cruise hands-free driving, which will be available on all trims of the Silverado EV. 

I particularly appreciated the digital rear view mirror. Not only is it great for being able to see behind the truck when you’ve got a full load, but it’s a great tool for towing and it provides a brighter image for better visibility at night. 

I also really appreciated the head up display. With turn by turn navigation directions in the HUD, your co-pilot is free to tinker with the screens, scan radio stations and more without disrupting the navigation. 

Other fancy features include the multifunction tailgate which folds out and down to form a stair, a full fixed glass panoramic sunroof (it does not have a screen but you can buy one as an accessory) and Wide Open Watts mode. 

A Huge Frunk Fit for Frunkgating, and Seats for Sitting

This was a pleasant surprise: The front trunk, or frunk, is large, about 10 cubic feet and big enough to hold a lot of stuff. But better than that, it has a low, flat front edge so loading things in should be easy, and you can even sit like you would a tailgate. Clearly that’s what Chevy’s designers were thinking; they included small cutouts for cup or bottle in the frunk area so if you’re there letting the hood shade you while you watch your kid’s lacrosse match, you’ll have someplace to place your iced latte. 

And true to pickup trucks, the cabin is roomy. Really roomy. I measured an astounding 35″ between the front and rear seats when the driver’s seat was set for me, and I’m 5’8.” Behind my drive partner Paul, who is 6′ I measured close to 33.” Then, the bench seat is nice and wide, with room for 3 kids car seats or some car seats and some people and still, lots of room to stretch out and enjoy the ride.

Chevrolet Silverado EV Trims, Range and Power 

For now there are 3 available trims but Chevrolet has said that an off-road Trail Boss version is in the works, and there will likely be others as well. The two WT trims—for Work Truck—are intended for fleet owners and professionals for whom a truck is key. 

These models are less fancy, with an 11” screen instead of the 17.7” screen, and an 8” driver display. They also don’t include the midgate, but they do have the sliding center console cupholder; slide it back to reveal a huge well large enough for something like a cross body bag, a tablet, or maybe, your lunch. It’s huge. And it sits next to another huge console under the arm rest that also can hold a few large things. A 6 pack of water bottles, for instance. Just forward of all this cleverness is a wireless phone charge pad and USB ports so you can easily power all the things. 

The WT models also have the Google operating system with “hey Google” voice activation, as well as 3 outlets in the truck bed — two 120V and one 240V. And they have reverse charging so with the purchase of a wall box system you can use your truck as a huge battery on wheels for those times you need backup power. 

Also standard is the soft bed cover; cleverly, it attaches with velcro. Its a clever and simple solution for covering the truck bed. 

Here are how the Silverado EV trims line up: 

• 3WT: 393 mile range, 510 HP, priced from $74,800
• 4WT: 450 mile range, 515 HP, priced from $79,800
• RST: 440 mile range, 754 HP, $96,495

If the price of the Silverado EV is a bit shocking, maybe the idea that the federal tax incentive applies to all models will help. Or, the fact that pickup trucks are expensive to begin with, so yes, you’ll pay a premium, but that’s part of the bargain of truck ownership these days. 

And, then, there’s this: You’ll drive away with the coolest pick up truck on the road. 

Disclosure: I was a guest of Chevrolet for this test drive. Travel and accommodations were provided but all opinions are my own.

I’ll start with this: The Prestige model of the Audi Q8 e-tron S Line is not priced for the budget-minded. It’s an aspirational car, one that you should pin to your vision board and dream about at night.

Dream about the tight leather interior, perforated and channel-stitched in contrasting light gray.

Imagine how those leather seats will feel beneath you, heating your cashmere sweater in winter and cooling the surface so you don’t burn your legs in summer. 

Think about how your favorite mug will slip right into the convertible cup holder bin, how your phone will slide right into the Qi wireless charger and how the leather steering wheel will feel in your hands. The answer to all these is, very nicely. 

And imagine how you’ll smile every time you walk out to your driveway, approach your Audi Q8 e-tron and see it greet you, it’s lights aglow in a fluttering light signature. It knows it’s you and its face glows with happiness.

With an opening price of just under $75K and a top MSRP of $87K, this is a car to dream about and plan for; it’s not an impulse purchase — for most people, anyway. 

But the price is just one reason this is a car to really think about and plan for. It’s all electric and it’ll change the way you drive, plan your day and live your life. Everything is different in this car. 

Related: Want to Drive Like a Superstar? There’s an Audi Q7 Luxury SUV for That

The Luxury of Respect for Your Time  

The difference starts with eliminating gas station stops. Without the need to fuel up you’ll save yourself from bitter cold or sweltering hot days standing at the pump to fill the tank. You’ll get back that time; yes, it only takes a few minutes to fill up, but add that the time it takes out of your schedule or routine to stop, perhaps wait for a pump to open up, and then get back to your routine. All told, it’s not a huge chunk of time, but it is certainly not a convenience. The Q8 e-tron will give you that back.

Instead, you can pop the charge cord into the port at home and charge overnight. Or you can stop at a DC fast charger—you’ll get two years of free Electrify America charging with the Q8 e-tron—and charge. This takes longer but you don’t need to stand at the terminal while the car charges; you can scroll your feed, answer emails or do your shopping. See?

Related: How Does the Audi Q8 Compare to the Q7?

The Luxury Of an Intuitive Interior 

One thing Audi didn’t do in the Q8 e-tron is reinvent the interior and its features — too much. Yes, there are some innovations and unique features here, but Audi left the ones we really like in tact. In fact, if you don’t love the bare-bones interiors of some electric cars, you’ll really appreciate this. 

Audi did rethink a few things, starting with the gear selector. It’s tucked under the palm rest on the center console; grab it and push it forward or back to put it into gear. This was pretty novel. Then, Audi also rethought the cup holders and center console space. A deep box has pop-out cup holder frames and a retractable cover. I really liked this; I could put a large cup there or pop out the cup holders to hold my latte. And, I could tuck away a few things there and close the top and still have space for my phone — or my passenger’s phone. 

Next to the console box is a vertical wireless phone charger; drop your phone there and it charges as it lays against the charge pad. 

The Audi Q8 e-tron has a large digital driver display that you can customize. Our test model was equipped with Audi’s Digital Cockpit, a feature that we really love for its sharp, easy to see graphics, full screen and multiple display options. Set it how you like to best look at it.

Then, there are dual center screens: a multimedia screen up top and a climate screen below it. This allows you to have quick access to music, navigation, and of course, those heated (or cooled) seats. 

But screens aren’t everything. Audi also has voice activation. Just say “hey Audi?” and ask for what you want. Don’t you love that? 

Related: Your Top Electric Vehicle Questions Explained with Kia’s Head of EV Planning

A Great Drive is a Natural, Right? 

There’s nothing that’ll destroy your opinion of a luxury brand as much as underperformance. Here, Audi delivers. The Q8 e-tron Quarttro has a dual motor, all wheel drive configuration and delivers 355 HP. While that’s not in super-power range, it’s distinctly more than you need to sail onto the highway and get ahead of traffic in a flash. And that’s in normal mode. Put it in sport and have a bit more fun, or shift into S mode and floor it for a quick extra 47 HP. It’s insanely fun. 

Of course, it’s quiet and during my test drive I found the electric range to be pretty much what I expected it to be. We had a cold snap that week so I toyed with the range; it had more range when I parked it in the garage and let it heat up before driving off. 

One day I drove it cold —really, truly cold, it was below freezing — and found that my electric range instantly dropped by more than 40 miles. Not one to freak out, I turned off the heat, turned on the heated seat and steering wheel (found on the multimedia system) and took it easy getting to the grocery store about 5 miles away. Instantly my range crept up by 30 miles and by the time I arrived I was with in a few miles of where the range had been when I ended the day the evening before. It used about as much power as I would have expected on a normal day. 

To ‘juice’ the electric range I made liberal use of the regen paddles on the back of the steering wheel. Audi’s EVs are not one-pedal driving capable, but I did appreciate that I could slow nearly to a stop with the pedals, though I would have to actually use the brake to come to a complete stop. I prefer one-pedal driving but I can see that not everyone does and that my passengers may be grateful for its absence. 

Last, Audi gave the Q8 e-tron lots of capability. There are multiple drive modes so you can put that AWD to work in the snow, on gravel or on hills. Luxury means never having to say you can’t. 

Related: Lucid Gravity SUV: A Most Thoughtfully Designed 3-Row Electric Haven

Let’s Talk Looks, and Yes, You’ll Want to Keep Looking

This is probably where I get the most excited. I love a sportback SUV. They’re tight, toned and muscular. They are partially hatchback, with a lower roof line that curves down to the tailgate spoiler. But with the beefy ground clearance, larger tires, and solid visibility of an SUV, they give you a great command position behind the wheel. 

The Audi Q8 e-tron S Line adds even more sporty details: black exterior details like the grille and lower air vents, black and chrome wheels, and LED lights and a rear light bar that simply looks sharp. So sharp.

The overall effect is modern, sculpted and sporty. Like a favorite sport shoe that you want to wear every day and with everything, from jeans to a flowy skirt to joggers. It just looks great with everything. 

The Cheat Code: How to Know What You’re Getting 

Audi, like so many luxury brands, names its products more like code names than  actual names. So here’s how it breaks down: 

• All electric models are designated e-tron 
• “Q” designates it’s an SUV (“A” designates sedans”
• Even numbers are electric, odd numbers are gas-powered
• The higher the number, the more power and/or size 
• Quattro means power to 4 wheels, or all wheel drive

Audi added the Q8 (and Q4) designations to the e-tron models last year, and while for the moment it seems confusing, soon forget the name change. We always do.

The Audi Q8 e-tron Stats You Need to Know 

The Q8 e-tron has an electric driving range of 285 miles and can recharge to 80% at a DC fast charger in about 30 minutes or overnight at a level 2 charger (typical for home EV charging).

Pricing for the Audi Q8 e-tron is lofty:

• Premium Starts at $74,400
• Premium Plus $78,800
• Prestige $84,800
• Launch Edition $87,500
• Price of our model as tested: $92,390
• Our Prestige model came with all the goodies including a panoramic sunroof, ambient interior lighting, massaging seats, acoustic glass for a super quiet ride, and of course, wireless Apple CarPlay and Android Auto. 

All the luxury features that come standard certainly drive up the price of the Audi Q8 e-tron, and the Black Optic accents add a bit more ($2,000). As I said, this isn’t an impulse purchase. It’s a dream car. But oh, what a dream. 

Electric cars are nothing new anymore. Every day, we see them cruising around town. And most who are familiar with electric cars know a few key facts: they’re quiet, they will need to be charged, and they’re fast.

Despite their speed and instant torque, electric vehicles are hardly sporty. Production electric vehicles are comfortable, quiet, and luxurious, and this is where they lose the car enthusiast community.

When picking a new vehicle, car enthusiasts look for different criteria than the rest of the world. We find ourselves looking for something fun over something comfortable. We like loud exhausts, stiff suspension, and speed.

This is where Hyundai set out to redefine the performance electric car. Joonwoo Park, the vice president of N Brand Management Group, is himself a car enthusiast. He has been bringing his passion for racing and performance to N since its inception. His passion shines through in the current N models, with the Elantra N being the only current N model sold in the United States.

When developing a vehicle for the Hyundai N line, the design team seeks to fulfill the three pillars of N: Corner Rascal, Racetrack Capability, and Everyday Sports Car.

Related: The 2025 Hyundai Ioniq 5 N First Drive: The Irresistible Fun of a “Manual” Electric Car

The Ioniq N 5 is a Corner Rascal

How do you take a comfy, small SUV and create a well-handling sports car?

Well, to begin with, Hyundai modified every single suspension component of the standard Ioniq 5 when developing the N edition. The new suspension components lower the car by approximately 0.5” and stiffen the ride. While this makes the ride less comfortable on the street, the suspension (as well as the inherently low center of gravity of an electric vehicle due to the floor-mounted batteries) makes the Ioniq 5 N handle, well, not like an SUV.

With more torsional rigidity and a wheelbase that is both longer and wider than the standard Ioniq 5, the Ioniq 5 N is built from the ground up for corners.

Hyundai also fits the Ioniq 5 N, priced at $66,100, a solid $24K above the base model, with an electronically-controlled center differential, which allows the driver to select torque distribution, giving up to 70% rear-wheel drive bias. Adjustable bias allows drivers to select their ideal balance for comfort, traction, or handling. Or, it just allows the driver to have a little fun in their all-wheel-drive electric car. In fact, Hyundai encourages this fun-having.

The Ioniq 5 N is equipped with a drift optimizer, a setting that not only helps the car slide into a drift but also utilizes individualized motor control and traction control settings to help the driver maintain it.

Related: Hyundai IONIQ 5 First Drive: A Pivotal Moment for Hyundai—and for Electric Cars 

N Pedal Enhances Your Performance

Hyundai has even modified the functions of regenerative braking in the Ioniq 5 N – taking a feature exclusive to electric vehicles and discovering a way to make this feature help the car handle better. Regenerative braking is, essentially, the infamous “one-pedal driving” of electric vehicles. All of Hyundai’s electric vehicles have selectable levels of regeneration, from light, where the car coasts almost like a gasoline-powered vehicle, to heavy, where taking your foot off the accelerator pedal results in a feeling like you are actively on the brakes.

Hyundai’s N-pedal regenerative braking is tuned specifically for the track. N-Pedal has a high level of regeneration, which serves two purposes. First, regenerative braking helps maintain a charge, increasing the car’s longevity when being driven all out. Additionally, the high level of regeneration helps transfer the weight of the car towards the front tires, which is important when going into a turn. Transferring the weight over the front tires helps the front tires gain additional traction for turning.

Since regenerative braking is handled by the electric motors rather than the brake pads, this also helps reduce brake pad wear. While we were at Laguna Seca, one of the Hyundai representatives said they had to check the brake pads of the gas-powered Elantra N every night and potentially change them during the media event. With the Ioniq 5 N, he said the pads easily make it through the media event and longer, due to the decreased mechanical brake wear that results from the regenerative braking. Additionally, while most EV regenerative braking does not function under very heavy braking or when ABS kicks on, the Ioniq 5 N regenerative braking works under all of these conditions.

Related: Performance Driving on a Track: You Simply MUST DO THIS!

This Performance EV Has Racetrack Capability

The Nurburgring is an over-7-mile-per-lap race track in Germany. This track is the proving grounds for most manufacturer’s sports cars. Setting the production car record, or record for the class of car, at the Nurburgring is a feat in itself. No EVs have done more than one lap of the Nurburgring, simply because they either overheat or run out of charge before completing a second lap.

That is, until now. The Hyundai Ioniq 5 N was able to complete over two laps of the Nurburgring. While this is nothing compared to gasoline-powered vehicles, which thunder around the track for 24-hours straight in perhaps the most famous sports car race in the world, this is a massive feat for the EV market. This is possible due to the many adaptations on the Ioniq 5 N specifically for the race track.

Keeping it Cool and Comfy in the Hyundai Ioniq 5 N

One of electric vehicle’s main downfalls in performance driving is overheating. The motors and batteries heat up significantly, which can cause failures. To combat this, Hyundai has focused significantly on cooling in the Ioniq 5 N. Active air flaps in the front bumper, as well as ducting in the undertray, direct air to critical areas in the drivetrain, preventing overheating during racing.

Additionally, the Ioniq 5 N is fitted with an N-Race setting. This setting allows the driver to essentially program the battery cooling strategy based on the type of racing: sprint racing (short race time) or endurance (long race time).

Even some interior features are added to assist with comfort on the race track. The front seats come straight out of the Elantra N and have additional side bolstering to hold you in place on sharp curves. The center console, as well, has padding on the sides. This is because drivers and passengers alike often find themselves bracing their knees against the center console when being tossed side to side on the race track. The extra padding helps keep your knee from getting too bruised up after a long day at the track.

Perhaps most importantly for a race car, the Ioniq 5 N is fast. It offers 601 horsepower and 545 ft-lb of torque under normal driving, but with the push of the N Grin button, the car receives 10 seconds of extra power, resulting in 641 horsepower and 568 lb-ft of torque. This boost is incredibly noticeable and gives a wonderful kick of power! After 10 seconds, this feature just needs an additional 10 seconds to recharge before it can be used again.

Even the tires on the Ioniq 5 N are designed specifically for this vehicle in a partnership between Pirelli and Hyundai. The P-Zero Elect tires are designed to handle the heavy weight and instant torque of an electric vehicle while still providing excellent grip around corners.

On Your Marks, Get Set, Charge

It’s exciting to see that Hyundai is committed to the performance EV. They know the biggest gripe from potential customers will likely be the infrastructure. After all, there aren’t many race tracks in the US with fast chargers on-site or even close by.

Hyundai is dedicated to changing this problem. They have already installed 10 fast chargers at the Inje Speedium in South Korea, which will charge the Ioniq 5 N from 10% – 80% in approximately 18 minutes. “20 minutes on track, 20 minutes charging, and repeat,” they said.

For those of us in other countries, Hyundai is already at work. They have finalized a plan to add fast chargers to the Nurburgring and are in talks with an unmentioned race track in the US. It may take some time until infrastructure is built up fully, but progress is already being made – before the Ioniq 5 N even hits the streets.

Why the focus on racing? Well, other than appealing to enthusiasts who like taking their cars to a track day, Hyundai has created the Hyundai Ioniq 5 N EN1 Cup Car – a fully race-prepped, factory-built race car based on the production Ioniq 5 N (and with the exact same power unit, actually!) built to race in a cup series against more of the same car.

The series is only in South Korea for now, but it already has 10 participating teams. With this racing series in mind, Hyundai is currently in the works with tire manufacturers to develop a racing slick specifically for EVs.

The Hyundai Ioniq 5 N is an Everyday Sports Car

So it handles well, and it is fantastic on a race track. But most of us drive our car to and from work more than anything.

The Ioniq 5 N is fitted with the same standard features as the Ioniq 5, including blind spot monitoring (and blind spot cameras), front crash warning, wireless Apple Car Play and Android Auto, highway assist with automatic lane changes, a digital key, and Hyundai Pay, to name a few. All of these features are standard, with a starting price of $66,100. Choose your color and go!

But an enthusiast’s everyday sports car is about much more than just modern conveniences, and that is where Hyundai really delivered. Electric cars don’t have gears. They accelerate purely linearly, with instant torque and a smooth pull-up to speed. This is quicker, yes, but what about the visceral joy of slamming gears?

Tuned to Your Heart’s Content

Hyundai’s engineers spent countless hours tuning “gears” into the Ioniq 5 N. Operated with paddle shifters in Sport and N driving modes, each of these gears has a different torque curve, meaning they all feel different, just like a true manual transmission. If you are in fourth gear and slam your foot to the floor, it will not instantly accelerate but will feel like it bogs down just like a real manual would. But if you downshift to second and floor it, the car goes (and I mean, goes).

The shifts aren’t smooth, and this is on purpose to mimic the rough shift of other sports cars. If you want the feel of gears but don’t want to manually shift gears, the car can be operated in automatic mode, where the “gears” shift automatically. The car will also automatically downshift when it slows down, keeping the RPMs high for greater torque.

While the manual gear feel is nothing short of incredible (if I closed my eyes, I might even guess I was in a gasoline-powered stick shift!), the automatic shifting did behave a little strangely at times. When you drive an automatic gas-powered car, and you floor the gas pedal, the car will automatically downshift in order to accelerate quickly. The Ioniq 5 N tries to mimic this, but I did notice it skipped a few gears a couple of times. This may be a little nit-picky, as the rest of the automatic driving was impeccable.

If you are not a fan of the shifting feel, the car can be operated with no “gears,” as well.

Oh, Those Sweet, Sweet Sounds

Along with the gears, the Ioniq 5 N makes noise—and not that alien, whirring noise that EVs make when backing up. Equipped with interior speakers and speakers at the front and rear of the car, the 5 N can make engine and exhaust noise.

Hyundai could have programmed any sound to the Ioniq 5 N’s sound system. They could have made it sound like a screaming, high-revving Formula One engine. But, wanting to stay true to their brand, Hyundai opted to model the sound after the Elantra N. This is called N Active Sound +.

When turned on, the engine and exhaust rev with the “gears,” and the exhaust even pops and burbles! Besides the Ignition sound mode, the Ioniq 5 N is equipped with two other unique, high-performance sound settings from the factory: Evolution and Supersonic. The gears and exhaust noises are not necessary. In fact, the gear shifts make the car accelerate slower. Hyundai created these features solely for the fun of it!

The Ultimate Meeting: Ioniq 5 N and Laguna Seca

So, what does this mean for the Hyundai Ioniq 5 N in real life?

I had the opportunity to test the small SUV on the road and on Laguna Seca, a world-renowned race track. On the street, the Ioniq 5 N is comfortable, quiet, and convenient. The ride is noticeably rougher than other EVs due to the stiffer suspension, but twisty mountain roads are unbelievably fun. The car itself makes me want to “hoon” (or in other words, be a rogue street racer). It is so fun and peppy that I just have to step on it, toss it around a corner or two, and resist the urge to do donuts.

On the track, the Ioniq 5 N exceeded my expectations. It isn’t just good “for an electric car.” It is good. The adjustable rear-wheel bias creates a significant difference in the car’s cornering ability and ability to slide. It handles curves like a champ, unlike any other SUV I’ve ever had on track, and isn’t easily upset by dips, bumps, and curbs. While it is a 4,861 lb car, it doesn’t feel like an almost 5,000 lb car. It feels heavy, but not that heavy. As the first iteration of a racing EV, it is limited in its endurance at full speed, but Hyundai is dedicated to continuing its research and improving on this front.

The Ioniq 5 N is a true Jekyll and Hyde—quiet, contained, and comfortable on the streets but rowdy, shouty, and capable on the track. While not an exact substitute for a gas-powered race car, Hyundai’s work in embodying the soul of the enthusiast sports car is apparent.

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The cat’s out of the bag. After a long wait for a smaller, more affordable SUV, Rivian unveiled its smaller R2 electric SUV, and it’s packing some serious potential.

And then, Rivian shocked onlookers as they casually debuted the even smaller R3 and its spicy sibling, the R3X.

Kicking it off with the Rivian R2, this new contender looks ready to take on the electric SUV market, promising a compelling mix of practicality, price, performance, and a healthy dose of off-road attitude. Fluttering those trademark oval headlights and that adorable hungry hungry hippos-esque front, the R2 may very well be the midsize, adventure SUV that everyone has been waiting for.

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The Need-to-Know About the Rivian R2, R3 and R3X

• Range & Pep: Rivian’s R2 promises over 300 miles of range and a thrilling 0-60 mph of 3 seconds
• Affordable…ish: The R2 has a $45,000 starting price point makes it a tempting proposition, significantly undercutting the Rivian R1S and R1T. Chief Designer, Jeff Hammoud, spoke of how they cut costs without compromising on quality. 
• Accessories Galore: An easy to attach, powered bike rack that stores in the frunk, a pop up tent, a portable charger, flashlight, or hand warmer that hides in the door jam. And even whispers of a completely portable camp kitchen.
• You asked, they listened: Rivian R1 owners missed having a glove box, so R2 has two!
• Charging Game: The R2 comes with NACS (North American Charging Standard) baked in to the passenger rear side in a tiny charge port that’s much smaller than R1 ‘s big, powered port.
• We don’t have many details on the R3 andR3X– such as price – but we do know the R3 will be a less expensive “hatchback” version of the R2, and the R3X will have even more off-road capabilty. Maybe the electric contender to the Jeep Wrangler?

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Form follows Function 

The R2 shines without compromise, featuring all the premium materials Rivian is known for. Muted wood trim encases the vehicle screens, brushed aluminum features catch the eye, and natural-looking, patterned textiles add to the rugged yet gorgeous aesthetics. Rivian promotes form after function and celebrates the opportunity to highlight design necessities with decorative embellishment like brightly-colored logo details across the vents for aerodynamics.

Rivian R1S First Drive: The First True 3-Row Electric SUV is Here

But, You’ll Have To Wait

The R2 marks a pivotal moment for Rivian. Deliveries begin in the first half of 2026, so those who want it will have to wait. But it could be the catalyst that propels the brand into mainstream appeal and success. It has the potential to lure in those put off by the pricier R1 models and entice those looking for a capable midsize SUV. And it kicks off a new, exciting platform packed with potential. 

Introducing the R3 dangles a tantalizing treat down the road for those of us dreaming of a compact, capable, off-road, SUV, and a promise of a adventure-focused offerings with an everyday twist.

If this compact electric SUV sparks your interest, reservations for the R2 are now open. 

Related: Your Electrifying Guide to Epic EV Road Trips

Picture this: I’m at a bustling Tesla Supercharger site in Southern California. The sun’s out, those iconic white Teslas are everywhere, and we’re plugging our bright blue Ford Mustang Mach-E into a Tesla Supercharger. This is a game-changer. Thanks to Ford and Tesla teaming up, the old “us vs them” mentality is fading fast.

My EV charging session will be chugging along thanks to my brand-spankin’ new, official Ford NACS Tesla charging adapter. I, along with a select few other Ford enthusiasts across the country, received this highly-anticipated item along with an instructive briefing on how to use it. This particular adapter works only with Superchargers, not the lower-power level 2 Tesla chargers found in people’s homes, hotels or other Tesla charge sites that are not designated Superchargers.

Thanks to the Ford/Tesla partnership we are also able to use Ford’s Plug & Charge: just plug the car in with no need to tap an app or swipe a credit card; the terminal recognizes your car and your account. The software in the Tesla terminals and the Ford’s cars are able to complete the handshake needed for Plug & Charge to work.  This quiet moment seems almost unremarkable in its ease and success, and I’m excited for others to experience this soon.

Related: Why I Bought a Tesla Model Y

A Trip Down EV Charging Memory Lane

Let’s rewind. Back in 2011, it seemed like the auto world was getting on the same page about EV charging. Ford, BMW, Audi, GM, Porsche, VW, and a bunch of automotive engineering bodies all got together and decided to make a unified EV charging system that everyone could use. Then Tesla went their own way with a different style charger and dedicated chargers.

For years, Superchargers – level 3 fast charge terminals – and dedicated Tesla level 2 chargers, such as those installed in people’s homes or at hotels, were the exclusive playground of Tesla owners. Non-Tesla drivers were envious; Tesla chargers are often more conveniently located, Superchargers work quickly and seamlessly and the smaller connectors are easier to use. It was a charger-standard standoff.

Related: Kia’s Head of EV Planning Answers All Your Electric Car Questions

Adapting Tesla’s Charging Standard Means A New Era of Sharing

Then came 2023 – the year Ford and Tesla shook hands or, more literally, Ford CEO Jim Farley and Tesla CEO Elon Musk. Suddenly, Tesla’s proprietary charger was reborn as the North American Charging Standard (NACS). One by one, most other automakers jumped on board. It was peer pressure in the best way. Ford paved the way for this partnership, committing to providing adapters by Spring 2024 and incorporating NACS in vehicles from 2025 onwards, while other brands committed to their own timelines.

The adapter Ford sent us is only for use with the Supercharger; level 2 Tesla Chargers are slightly different and will require a different adapter.

Related: Waiting for an Electric 3-Row SUV? Here’s What You Can Buy This Year

For Now, We’re All Going to Need EV Charging Adapters

Someday, new EVs will likely have NACS baked right in. But for our current rides, these Tesla charger adapters are like magic keys. Ford, first to the gate and delivering on the promise right on schedule, is the first to hand owners of Mach-E and F-150 Lightning an adaptor for free.

If you’re an owner here’s how you can receive your complimentary charger:

• Go to https://www.ford.com/FastChargingAdapter/ and sign in
• Select to ‘reserve your adapter at no cost’
• Confirm your shipping details
• Make sure that you have ‘automatic updates’ on so your car can get prepped for Supercharging
• And finally, try to be patient as Ford sends out all these free adapters

Driving another electric car? Your automaker is probably scrambling to get an adapter to you, or to the market. And, third party suppliers are already starting to sell them, so you can get one quickly via Amazon, but be sure you buy the adapter for the level charging you need – level 2 or level 3 Supercharger and to use the adapter recommended by the maker of your car.

You’ll also want to know how your automaker is adapting to Tesla’s chargers to ensure the terminal and your car can complete the handshake smoothly. Hopefully, it will be as easy as Ford is making it.

Related: Electric Cars For Single Moms — Pros, Cons and What to Consider

Why This is a Colossal Deal

This moment isn’t just about EV charging at a Supercharger, awesome as that is. It’s that it’s not proprietary anymore, and Ford was able to work with Tesla to ensure that our vehicles are ready to Plug & Charge on the Tesla charger network. It’s about choice, flexibility, and EV adoption going mainstream. Imagine a road trip where finding a fast charger is NEVER a worry, no matter what EV you drive. No more range anxiety, no more “charger envy” –  just open roads and endless possibilities.

Having access to the Supercharger network may not fix everything, and it may not be seamless, but removing the proprietary restrictions that make EV charging a community struggle is going to make a world of difference.

Charge Your Brain with These Important Tips

• Not all Superchargers can handle non-Tesla vehicles yet; look for the V3 stations and newer. There are more than 15,300 of them.
• Carmakers are on different timelines for NACS rollouts, so be sure to check your brand’s schedule.
• Superchargers are not designed for our non-Tesla charging port locations yet, so let’s all try to be extra considerate of which stalls we take up when we’re charging.
• If someone’s charging port location makes them take up the *wrong* stall, try to park next to them to minimize the number of extra stalls being taken.
• Tesla drivers – extend a friendly hand to the new EV arrivals. This partnership is meant to benefit everyone. Tesla invited us in, so hopefully, you will, too.

The future of EV charging is looking incredibly bright, and a whole lot of cooperation powers it. This is a win for drivers everywhere.

Have a thought or comment? Share it with us on social media! You can find us on Instagram, Facebook, Twitter and LinkedIn. And be sure to sign up for our email newsletter! Additionally, A Girls Guide to Cars may earn a commission from affiliate links in this story.

Honda has a big goal ahead: the automaker is targeting 100 percent zero emissions vehicle sales by 2040. In the meantime, the company launched its first all-electric SUV, the Prologue, and the new EV delivers on the Honda legacy, as well as its future.

The brand achieved record electrified sales in 2023; its CR-V was America’s best-selling hybrid vehicle in 2023 and the Accord hybrid was the best-selling hybrid car in the U.S. Those are big numbers and an impressive accomplishment, but Honda isn’t anywhere near ready to rest yet.

With seating for five and nearly 300 miles of all-electric range, the new Prologue is well-balanced and nicely equipped. Let me introduce you to the Prologue.

Related: 2024 Chevrolet Blazer EV First Drive: This Smart, Fun, Sporty SUV Should Be on Your List

Handsome on the Outside

The Prologue is a mid-size SUV that’s almost the same length and width as the Honda Passport, but the Prologue is several inches shorter, giving it a sportier feel. It has a clean, horizontal design and you’ll notice that the back end features a Honda badge that’s unique to its EV line. The word Honda is in a different font and is spaced across the lift gate giving the Prologue a fresh look.

The new EV comes in seven colors, and I’m absolutely in love with North Shore Pearl. It’s a blue/green/turquoise hue that shifts in the sunlight, and Honda says the shade was inspired by the vibrant colors of Lake Tahoe in Nevada.

Related: 2023 Honda CR-V: Get Ready to Love Hybrid SUV Driving

Inside, A Gorgeous Cabin That Feels Great

The cabin includes beautiful stitchwork and streamlined seats, and the tech is modern without being overwhelming or intimidating.

Inside, the console is smartly set up with two tiers, one at seat level and the other a cubby beneath that. A purse or small backpack would fit neatly under the space between the two front seats with no fuss.

The console includes two USB-C ports, a 12-volt charger, and a storage pad capable of holding two smartphones side by side. A wireless charger is standard in a Prologue, and it sits behind the cup holders. Small (but necessary!) items like hair ties, keys, and wallets or change purses can be stashed inside the covered section.

Some automakers have been designing door pockets that slant to hold a bottle with a cap. Not Honda; the Prologue’s door pockets are generous and can accept drinks that need to stand upright, like coffee and fast food beverages. Between the front seats, the EV features large, adjustable cup holders that can hold 32 ounces, which means Honda is thinking about more than disposable single-use water bottles. And that’s a great thing.

The seats are comfortable and roomy, with plenty of spacious seating in the second tow, too. Beautiful stitching adorns the trim, and a light-welcoming moonroof spans the ceiling. Get ready to turn and flip the surprisingly quiet turn signals on the left stalk. It’s exactly opposite the gearshifter, which is a stalk on the right side of the steering column. Speaking of the steering wheel, it fits into my average-sized hands nicely and I appreciate that Honda placed the steering wheel heater right on the wheel itself.

One thing I hope Honda will change is the placement of the buttons to the left of the steering wheel. They’re in an awkward position and it’s too easy to accidentally hit the parking brake, which results in a sharp alarm tone. At least the lane keeping control has an orange indicator light, but the Sport mode does not.

Related: The 2023 Honda HR-V Delivers on the Promise of a Go-Everywhere Vehicle

Google Technology Is at Your Service 

Honda includes a full safety suite with every Prologue along with driver-assist technologies like adaptive cruise control.

The Prologue is the first Honda SUV with Google built-in, compelete with voice activated “Hey Google” assistance. That doesn’t mean the brand is abandoning Apple CarPlay or Android Auto, so integrating your smartphone is still a cinch. Two high-definition digital screens display information and infotainment, including a standard 11-inch digital driver instrumentation display and an 11.3-inch touchscreen. Order the Elite trims to add a head-up display. And another benefit to purchasing an Elite model is the handy 100-volt household outlet behind the front seats. Charge up your devices on the go, with no worries.

Music lovers, you’re going to like the standard 12-speaker Bose audio system to play all of your tunes. Spotify is my go-to for my favorite playlists.

Are You a Honda Prologue Buyer?

If want an EV and you’re a fan of one-pedal driving, you’ll be very pleased with the Prologue. The ride is smooth and coasts nicely when one-pedal driving is off, which is ideal for uninterrupted trips. Turn it on and it’s helpful for city driving – all you have to do is lift your foot from the accelerator and the car slows to a stop. When sport mode is activated, the Prologue makes a slightly different sound and feels a bit more hunkered down and zippy.

Partnering with General Motors on EV powertrains, this new EV will use GM’s Ultium battery packs. It does use some of the same components as the Chevy Blazer EV, but the Blazer EV has been plagued with problems and recalls that Honda is sidestepping because it took more time to get it to market. Thus, more time for testing.

Starting at just under $49,000 for the single-motor version, the dual motor is nearly $52,000 but brings more power and all-wheel drive to the party. The single-motor option is good for a respectable 212 horsepower, which is plenty for confident driving. With two motors, the car is capable of 288 horsepower and delivers all wheel drive. On the highways, I didn’t feel any lag or lack of power and on city streets, the quiet hum was delightful.

Expect to find shiny new Honda Prologues in dealerships this spring.

Disclosure: I was Honda’s guest for this test drive; travel and accommodations were provided but all opinions are my own.

The Polestar 2 is a beautiful car and is surprisingly prepared for the elements. I was able to test the 2024 Polestar 2 in a frigid time during which we experienced negative-degree temperatures, blowing snow, and ice. Nationwide, football games were postponed, and airports closed. I was reminded of my Norwegian roots during this time and got excited about the snow and ice on the way. And I was also a little worried because, despite my personal experiences, I couldn’t shut out the noise going around that EVs aren’t supposed to do well in bad weather.

Related: Electric Dreams: the Cars of Polestar Day 2023

I Was Worried about the 2024 Polestar 2 in the Winter Because it’s an EV

The Polestar 2 looks like a regular, gas-powered sedan, but in reality, it’s an all-electric sportback. That means it’s got a rear hatch instead of a trunk. It’s not a car that screams “I’m an EV,” but it’s modern and sleek, inside and out. The Polestar 2 starts at $53,500. The model I tested was a long-range performance edition with added Nappa leather and a gorgeous metallic blue paint called Midnight, bringing the price tag to $68,250 before destination charges.

Related: Polestar 2 EV: The Coolest Electric Car You’ve Never Heard Of

The Most Notable Change in the 2024 Polestar 2 is on its Face

The 2024 Polestar 2 has an updated grille; it used to be a matte black grid. For 2024, it’s updated with a body-colored panel. It looks polished and clean and adds a more luxe look. The profile of the car looks very sedan-like; it’s a bit more sinewy than many EVs. My favorite exterior feature is the LED taillights. They form a rectangle across the rear deck lid and it’s so distinctive, not to be mistaken for any other brand. My test car had the performance package, and part of it was bright yellow-gold brake calipers. 

Related: Polestar Day: This Maverick Electric Carmaker Is Making Bold Plans

Polestar Gives Buyers Three Different Power Options for 2024

The single-motor rear-wheel drive is the least expensive option, starting at $49,900, and gets about 320 miles of charge. The dual-motor all-wheel drive starts at $55,300 and gets 276 miles of charge. The dual-motor with performance pack starts at $63,000 and gets about 247 miles on a charge. Polestar refers to all their models as long-range, yet the long-range single-motor model also has additional battery capacity.

If It’s Wrong to Love an Air Vent, I Don’t Want to Be Right

Even though the exterior is gorgeous, the interior is where the Polestar 2 won me over. It’s got the Scandinavian-minimal look nailed. And no, it’s not sparse; it’s edited. There is an array of materials and colors on the inside of the car, making it feel like a regular luxury car. It doesn’t feel as though anything has been skimped on, whether for cost or for efficiency. There are different fabrics, wood trim, metal knobs and trim, and gloss black plastic details. It’s all beautifully balanced with a chevron-ish pattern on the seats, and lastly, there is a pop of bright yellow on the seat belts. The yellow belts are a part of the performance pack. It’s a really cool touch, giving a nod to the same color on the Brembo brake calipers, and even the seatbelt buckle is embossed with a stamp that says “Since 1959.”

I’m going to add a special note here about how pretty the interior LED lighting was. It extended along the dash and was a lovely, subtle reminder that the car wanted me to feel at home.

Paradoxically, the 2024 Polestar 2’s Interior was Tricky to Adjust To

It took some time to find my ideal seating position. It is a smaller car than it looks, and it was a narrow fit. Two people in the front together are definitely in close quarters. But living with the Polestar 2 for a few days allowed me to tinker with it and settle in. I wound up sitting much higher up than I normally do. I’m 5’ 5” tall and was oddly close to the ceiling. Visibility was good, however, and once I realized I needed to be higher up, I stopped hitting my funny bone on the pointed (yet cool-looking) center console lid. Truly tall people will want to be sure they can find their seating sweet spot when they take the Polestar 2 for a test drive.

The multimedia system took some time to get used to, as well. However, once I understood the layout, it was easier to navigate. But it wasn’t easy to remember, and I was grateful that at least the icons were easy to see. Once inside any given app, the functions were clear and mostly easy to find. I was grateful for the Apple CarPlay compatibility, though I didn’t use it for several days to see how I adjusted to the native system.

The Polestar 2 provides a wireless charging pad and four USB-C chargers, two in front and two in back. There is one open cupholder in the front and one cupholder concealed in the center console. 

There is No Shortage of Safety Features, Naturally

Because the Polestar is rooted in Volvo history, it’s no surprise there are plenty of safety features. The Performance Plus Polestar 2 comes with adaptive cruise control. One of my favorite things is that you can go into the multimedia menu and select if you want regular cruise control or adaptive cruise control. It also has LED fog lights with cornering lights. It’s also got a ton of safety features like lane-keep assist, run off-road mitigation, blind spot monitoring with steering assist, and rear collision warning with mitigation. Of course, I like the 360-degree surround view camera and road sign information that displays the posted speed limit.

The posted speed limit is good to know, as you’ll want to check out the Polestar 2’s speed. As you may know by now, EVs are known for their incredible speed and torque. The Polestar 2 is good in regular driving mode. It’s quicker off the line than a gas-powered engine. I was surprised it wasn’t quicker, though, given I had the performance version of the car. And then, as I was playing around in the menus and looking to see if I was missing something, sure enough, I needed to put it into sport mode to get a real burst of power similar to that felt in other EVs. In a way, this is a good thing because speeding around like that can reduce your charge quickly, so it’s a mindful way to zip around.

The heat pump was part of the Plus Pack (which is standard on the Performance Pack) that also adds premium sound, a gorgeous glass panoramic roof, heated seats, a heated steering wheel, and more.

Let’s Talk About Cold Weather and Charging the 2024 Polestar 2

I tested the Polestar 2 during a cold snap in January. Temperatures dropped below zero degrees Fahrenheit, and I was curious to know whether the Polestar 2 would lose charge overnight. I charged the car to 100% at 5:00 p.m. (it was 6 degrees out) before leaving it alone for the night. The temperature dropped below zero,  and when I came out in the morning at 10:00 a.m., it was -6. I was excited to see how much charge the car lost. I blinked at the readout on the dash and checked again. The car was still at 100%. I was expecting even a small amount of decreased charge, but the Polestar 2 lost none. Clearly, the Polestar 2 has good “clothing” for the cold weather.

As I drove the Polestar 2 in a blizzard, complete with ice and heavy slush, I was dazzled. This little EV was indeed ready for everything. I had concerns about the performance tires on the car, and worried that grip was going to be an issue. Fortunately, the Polestar 2 has instant traction, and combined with the dual motors and one-pedal driving, I really stuck to the road. With one-pedal driving, the motors on the car not only accelerate the car but also slow it down. I learned that if I decelerated slowly, I retained a ton of traction, and it worked better than putting on the brakes. Again, no bad car “clothing” here; just joy at how safe I felt in the horrible driving conditions.

Side note: the Polestar 2 has an “energy-saving heat pump” that collects any heat from the motors and makes it available to warm the cabin; the heat pump makes it so you don’t have to use the HVAC system, which can drain a battery. Pretty cool, even for those of us without an engineering degree.

I Blew Through the Battery When in Sport Mode

All that charge still left in the battery was compelling. I set my Tesla Model Y outside, and it lost 7 miles that night. Eliminating the loss of charge in the cold weather takes away a compelling argument about EVs. That said, I lost a lot of charge when I was using Sport Mode (which was a lot of the time). This is not unique to the Polestar 2 or even to gas-powered engines. I think you should just be aware that when you put the pedal to the metal, you’re going to pay for it in terms of charge. It’s also important to remember that when you own an EV, you rarely charge it to 100%. Most cars have you charge to 80%, as it reduces the longevity of the battery to charge it completely all the time.

What We Loved

• Beautiful interior with thoughtful, clever details
• Updated grille
• The sleek exterior looks sharper than most EVs

What You Should Know

• The native multimedia system takes time to get used to
• Performance Package is fun, but speed reduces the charge
• Does not qualify for federal tax credit as it’s not built in the U.S.
• Not as intense an acceleration compared to other EVs unless you’re in Sport Mode

The 2024 Polestar 2 took time to Fully Appreciate, but it was Well-Spent

The Polestar 2 is deceptively small, and it took me a little bit to adjust to its size. Once I did, I found it to be comfortable and accommodating. The subtle interior also made me love it the more time I spent in it. At the end of my test, I had acclimated to the Polestar 2 and was sad to see it go. I realized that like any Scandinavian, it’s not only good-looking but it’s also prepared for anything.

Have a thought or comment? Share it with us on social media! You can find us on Instagram, Facebook, Twitter and LinkedIn. And be sure to sign up for our email newsletter! Additionally, A Girls Guide to Cars may earn a commission from affiliate links in this story.

People who love Disney tend to really love Disney. Disney fandom means visiting Disney Parks, going on Disney Cruises, watching Disney movies and television shows, or going bonkers over all the Disney collectibles and merchandise. Or many or all of those things. If that describes you or someone you know, then here’s where it gets even better.

You can get a Disney car. Yes, really. A Disney car. 

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A dream is a wish your heart makes, and if you’re wishing for a car that tells everyone you’re a Disney fan, your Fairy Godmother (AKA Hyundai) has a treat for you. It’s the Hyundai Ionq 5 Disney100 Platinum Edition.

Related: If Marvel’s Eternals Had Cars

What Does a Disney Adult Need? A Ride that Reflects their Fandom, of Course. 

A Disney Adult is defined as “a millennial adult, with or without kids, that can’t stop talking about Disney,” including both the movies and the parks. Even if they do have kids, they are still more obsessed than their kids would be. Disney adults often get a bad rap, but Hyundai is clearly in their corner. Kids, after all, can’t drive cars.

First revealed as a concept car at the 2023 New York Auto Show, The Hyundai Ioniq 5 Disney100 Platinum Edition is now available for sale at select Hyundai dealerships starting at $59,400. This marks the first time Hyundai vehicle designers have created a vehicle with visual creative input from Walt Disney Imagineering. And, you just know the talent that has produced creative immersive park experiences and blockbuster animated movies will blow your mind when harnessed to create a whimsical, functional, and green design you can enjoy every day. 

Vehicle production will be extremely limited, with only 1,000 units produced, so if owning this car makes all your dreams come true, you’ll want to hop on your flying elephant or pumpkin coach and hightail it to your local Hyundai dealership. 

Related: Hyundai IONIQ 5 First Drive: The Thrill of a “Manual” Electric Car

A Special Car for a Milestone Birthday 

Whether you are a Millennial, Gen-X, or identify with another generational group, Disney has likely been something you remember as far back as your memories go. I’m a 1970s kid, and my early Disney memories include the Sunday night Wonderful World of Disney in advance of my first trip to Walt Disney World when I was nine. It’s never not been a part of my life. 

The Walt Disney Company recently celebrated its 100th anniversary on October 16, 2023. Disney100 is a celebration of timeless storytelling and beloved characters. The all-electric Ioniq 5 Disney100 Platinum Edition is part of that celebration. 

“We are honored to have joined Disney in celebrating its 100th anniversary,” said Angela Zepeda, chief marketing officer of Hyundai Motor America. “From all-new ads featuring iconic Disney movie scenes to the introduction of a vehicle with visual creative input from Walt Disney Imagineering, together our brands illustrated there can be magic in every journey. We look forward to further collaboration with the beloved Disney brand through our shared commitment to inspiring joy and innovation.”

Related: Hyundai Kona SUV: Future Forward Driving Design in Gas or Electric

Possibly the Best Car Hype Advertising Ever

Disney is rolling out special advertising for the Hyundai IONIQ 5 with the Platinum Road Trip series starring John Stamos and Josh Peck. The YouTube series shows the actors having a “Bro Day Road Day” as they drive the Hyundai Ioniq 5 Disney100 Platinum Edition by various landmarks that have special meaning for the Walt Disney company – the duo even points out “Hidden Mickeys” on the car’s hubcaps but of course, a true blue Disney fan will spot them immediately. 

The series features four episodes that live on the Disney YouTube channel. The episodes feature Stamos and Peck “bro-ing out” at meaningful locations in Disney history, such as the Tam O’Shanter restaurant frequented by Walt Disney and the inspiration for Snow White’s cottage. The videos are a mishmash of Disney facts that the average Disney lover might not know and a discussion of the features of the Hyundai Ioniq 5 Disney100 Platinum Edition. The series will also be supported by 30-second advertisements on Disney+ and Hulu, so don’t be surprised to see a teaser of this unique car and its story while you stream your favorite shows. 

And, I’m just gonna put this out there: As much as I loved watching Stamos and Peck explore some special Disney places, I’d like to see this with a couple of modern princesses at the wheel talking cars. We all know car love isn’t exclusive to men. 

The scoop on the 2024 Hyundai Ioniq 5 Disney100 Platinum Edition

Besides this being the ultimate in far cars, the IONIQ 5 is a solid choice for anyone wanting to make the move to an all-electric car. I drove the Ioniq 5 when it first popped onto the market – not the special pixie-dusted version limited edition – and my first impression was “Holy interior space.” I liked the modern sleekness, ample legroom, and fast charging. These subtle Disney touches are just the icing on the cake as the brand moves into the current model year with this exclusive trim. 

Exclusive features: 

From the Disney100 logo on the headrests, center console, and floormats to being treated to Disney music when you start the car, the only way to describe these details is “magical.” 

• Gravity Gold Matte exterior color;
• Disney100-exclusive 20-inch Alloy Wheels;
• Disney100 Platinum Edition badges on the front fenders;
• Black “H” badges on the hood and liftgate;
• Exclusive terra brown and mud gray two-tone interior color;
• Disney100 logo debossed on front seat headrests and center console armrest cover;
• Disney100 logo on the floormats;
• Disney-inspired front and rear door trim strip;
• Disney-themed intro on the interior screen upon turning the car on, which features iconic Disney music, the Disney100 logo, and pixie dust.

Whether you roll up to Disneyland in this beauty or whistle Disney tunes as you’re on your way to work, adventure is out there, and this car can help you discover it in style.  

For more information, visit IONIQ5Disney100.com.

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Digital natives, listen up. The car you’ve been waiting for is here: It’s electric, it goes the distance, it has lots of cloud-based goodies, it has some nice tech surprises and you can subscribe to things you want —or not, if you don’t.

It has room for all your babies, including rear facing kids car seats and full size adults in the 3rd row, and it drives like any good SUV, which is to say, few unpleasant surprises.

Then, it has all the things we love about electric cars: One pedal driving, a flat rear floor, lots of passenger space and all the latest, greatest tech.

After spending a day tooling around Northern California in the Kia EV9 I can report it’s all it’s cracked up to be: An electrified Telluride with a modern design, ample seating and all that electric driving promises.

Kia Telluride vs. Hyundai Palisade: These 3-row SUVs Are HOT

First, People: Will They Fit?

It’s the conundrum of electric cars: They are great for daily driving, errands around town, school pickup runs, a guilt-free heated space where you can sit and relax while the kids are on the practice field.

But without a functional 3rd row, they don’t always work. Getting rid of this compromise was Kia’s goal: room for 6 or 7 passengers was the top priority. Kia already demonstrated it’s ability to build a fast-charging, long-range driving electric car with the EV6. Now, to add people to the equation.

The result? A roomy front seat, a very comfortable center row and an admirably sized 3rd row. I sat in all 3 and can say without hesitation, they all work, even for tall passengers. Carly, my drive partner, is about 6’ tall and she had no problem, both climbing in and getting comfortable, though I did need to slide the center seat forward for her a bit.

I also appreciated USB ports at every seat, a “power wall” in the front seat that allows you to choose which of the two USB ports connects a smart phone to the multimedia system and which just charges. And, the pull out cargo drawer in the rear center row, the floating center console in the front seat and a bin that is perfect for a handbag. Thank you, Kia.

Why Kia Took Me on a Boat to Look at Trash in the Ocean

How Do Kids Car Seats Fit?

There’s good news here, too. There are four full sets of LATCHes: two in the center row outboard seats and in both 3rd row seats. That means rear facing, toddler/big kid seats and boosters can all be LATCH installed.

We looked at Kia’s demonstration model outfitted with two kids car seats, one forward facing and one rear facing, and noted that they fit solidly on the seat and that it was not hard to climb past them into the 3rd row. Most impressively, the rear facing car seat was easily positioned to give both the seat in front and the seat behind enough legroom to be comfortable. You can see it here, and it’s pretty impressive.

Related: 15 Great Places to Put Your Handbag, Tote or Crossbody Bag in Your Car

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Can you install two rear facing kids car seats? Yes. For drivers who are not overly tall, a rear-facing seat will fit behind the driver’s seat. If you need more legroom, opt for the bench seat, which is available in all but the GT-Line models, and install them in the passenger and center seats, leaving the driver’s side center row seat open for 3rd row access. Can you install 3 across the into center row? Yes to that, too, with the right seats.

A Caveat About the Center Row Seats

(Updated with additional information): Center row captains chairs are ‘one touch’ power seats designed to slide and fold forward with the push of a button on the seat’s shoulder. I tried this with my seat belt on and the seat didn’t move. Kia also reports that this function won’t work while the car is in gear. This is good to know; you can’t slide and fold them with a car seat installed using the seatbelt, while driving or if a passenger is buckled in.

However, the Relaxation Seats, the ones that have an extending foot rest, did slide and fold forward when I sat in it and pushed the button without my seatbelt buckled. And while the electrically powered seat did finally stop sliding and tilting when I pushed back against it, which took more force than popping your hand against the elevator door as it’s closing, it was a little scary.

It seems that this issue is limited to the Relaxation Seats, though. I had a chance to try out the same test in the Land Extended Range model and found that even without my seatbelt buckled the seat would not move forward when I sat in it and pushed the button. The seat did release, however, so you could push it forward manually and the seat back will push forward, but there is no power assist.

This is the same as most other power center row seats — a power button on the shoulder or seat back slides and folds the seat forward — but if there is weight in the seat, the button simply releases the seat so you can move it by hand, which is the safest way to operate it. A Kia representative noted that the Relaxation seats, which have extendable foot rests, are intended to move until either they fully move forward or there is resistance.

The Best of Electric Car Tech

There’s no advantage to an electric car that can’t go the distance; if it can’t charge quickly, or overnight, if it can’t go several hundred miles before you have to stop to charge and if it can’t function in snow and rough weather, it’s not up to the family challenge.

Kia tackled that in three ways: First, the EV9 has a rage of 280-304 miles in 4 of its 5 models. This is enough for a solid family road trip of 500 miles a day with a charge break in the middle. I’ve driven more than my share of 500 mile road trips with the goal of getting there in a single day. This seems very doable in the EV9 with a DC fast charge stop at the 250 mile mark.

Then, Kia ensured that DC fast charging will get you in and out quickly, too; with its 800V architecture it’s designed to charge to 80% in 25 minutes (80% is the goal, but you can charge to 90 or 100% if you’d like) at a DC fast charger that delivers 350 kW. A slower DC fast charger —125 kW to 225 kW are far more common — will take longer but still be faster than level 2 charging, which will take about 6 hours to get to 80%.

Finally, all wheel drive is readily available; it’s standard on Wind, Land and GT-Line models which have a dual motor system and a range of 270-280 miles. The less expensive Light and Light Long Range models are only available in rear wheel drive; Light has a range of 230 and the Light Long Range can go 304 miles.

Yes, It has One Pedal Driving

This is a feature I highly recommend, but with a caveat: Learn to master this before subjecting your back seat passengers to the joys of one pedal driving. The system, which Kia calls iPedal Max, is a maximum regenerative braking system that slows the car by channeling power back into the battery.

Lift your foot off the accelerator and you instantly feel the car slow; do that too quickly and your passengers will feel it, magnified. Too much of this and they may feel car sick. But once you learn to use it you’ll almost never need your brake, and as hard as it is to believe, that’s a really good thing. You add life to your brakes, charge to your battery and control to your driving.

Pick Your Technology to Complete the Picture

Kia has rolled out all its next-gen tech in the EV9. It starts with the wide touchscreen that has been redesigned — evolved really; it looks and feels familiar though it has more function — and features 3 panels: A multimedia system on the right side, a climate panel in the center and the driver display on the left side, right in front of the driver.

I really liked all the function on the multimedia system and found the driver display easy to use, especially to see charge and range details.

Key to the tech is a flat panel of controls on the dashboard; buttons are inset into the panel, so you tap them until you feel them vibrate. This takes a second to get use to— but only a second. It’s very fresh and modern.

Climate Control, the EV Battery and Cold Days

The climate panel, though, isn’t as intuitive. Some of the icons are touch sensitive, others are controlled by buttons on the dashboard and the whole thing is obscured by the steering wheel so it can be hard to see. I quickly got used to tapping up or down for temperature and fan speed, and imagine that the placement of the climate screen is more of a learning curve than a fault.

Climate will be an important factor in the Kia EV9, so, Kia included heated and cooled seats as a standard feature on all models so you can keep the cabin temperature at a minimum. Even the rear seats are heated and cooled in the Land and GT-line models.

And, Kia added heat pump technology to more quickly warm the cabin and the battery— which is a big deal many that new electric car drivers found out this winter. Kia says the heat pump will help to preserve the EV9s range even on the coldest days.

But Wait, There’s More!

In the “What will they think of next,” category, Kia EV9 also has a vehicle-2-load adapter that allows you to use the car as a generator and reverse power things, or even a house. You can purchase a power wall for your house that will automatically make the switch if your power goes out.

Add to that an updated digital key (phone-as-key) and the biggie: Kia Connect Store options. Buyers can subscribe to services through the Kia Connect store and stream music, add wifi, remote parking or most interestingly, add Boost mode and in the top two trims, as well as customizable digital headlights on the grille.

Before getting critical about the subscription, I had to think about this: I don’t have to pay for these features, I can add them if I want to. And, they are added after the sale, which means I can decide later to add Boost mode and unleash an additional 73 lb.-ft. of torque for a fun wind-in-your-hair experience. I didn’t get to try this but if the experience in the Genesis, Hyundai and Kia EV6 models are any indication, this will be fun.

However, it’ll cost a bit. Boost, enhanced music streaming, remote park assist, wifi and customizable front grille lighting come with a price. Boost is a one-time $900 charge; Dynamic lights is a one time $250 charge; data is $20 a month, music streaming is $10 a month (andApple CarPlay and Android Auto separate from this) and remote park assist is either $600 for lifetime access or $20 a month. Buy it if you want it, or decide later. I like it.

What Does This Electric 3 Row SUV Cost?

First let’s start here: The EV9 has a lot of top-tier standard features: a full suite of safety systems including blind spot monitor, parking monitor, lane departure warning, navigation with adaptive cruise control, a center row bench, smart key, passenger talk speakers so first and 3rd row passengers can hear each other, 3 zone climate control with vents in all 3 rows, heated/vented front seats, leatherette upholstery, flat screen display, wireless phone charger, wireless Apple CarPlay Android Auto, front seat ‘power wall’ and power lift gate; from there, features like panoramic sunroof, captains chairs, rear seat entertainment ($1,500) and in the Land and GT-Line, ‘relaxation seats’ with extending leg rests in the front and center seats ($2,000).

From there, Kia adds some goodies, but mostly, the price difference is all about battery and motors. Here’s how pricing shakes out:

• Light rear wheel drive with 230 miles of range and 215 HP- $54,900
• Light long range with 304 miles and 201 HP – $59,200
• Wind AWD with 280 mile range and 379 HP- $63,900
• Land AWD with 280 mile range and 379 HP $69,900
• GT-Line with 270 mile range and 379 HP, $73,900

Which is the One to Get?

In my opinion, the Wind AWD is nicely optioned and has enough standard features, range and horsepower to get through the week or the road trip.

Yes, it’s expensive. But buyers may qualify for some or all of the federal tax incentives starting this summer when Kia begins building the EV9 in its West Point, Georgia assembly plant.

And then, there’s the pricelessness of charging at home and never having to get gas — there’s real value in that. And if you feel like you’re saving enough to warrant splurging, the GT Line is a spoiler with things like a digital rear view mirror and side and rear view mirrors that tilt in reverse. And those are just the things I discovered in a day. There’s a lot to uncover, but that’s the fun of being a digital native: The unending delights and surprises.

Disclosure: I was a guest of Kia for this test drive. Travel and accommodations were provided but all opinions are my own. Additionally, A Girls Guide to Cars may earn a commission from affiliate links in this story.

The pictures are scary… long lines of nearly dead Teslas and other electric cars waiting for a charge station to open up. News stories that tell the tale of stranded owners whose  electric vehicles suddenly get half the range they should because of freezing temperatures and  charge stations that are slow or don’t work.

And yet, plenty of electric car owners are sailing along just fine without these issues. What gives?

We had to find out, so I sat with Steve Kosowski, manager of long range planning and electric car expert at Kia. Like all car companies, Kia has tested its EVs in sub-freezing temperatures, sweltering summer weather and more to understand the best way to ensure every battery performs the way it should. Here’s what I learned — and some of this is eye-opening.

Electric Cars and Winter Driving: What You Should Know

Battery Range Doesn’t Dissipate in Cold Temps

It’s merely slow. That’s because the exchange of positive and negative ions, which is what creates electricity, takes place in a liquid gel. In cold temperatures, Steve said, liquid is sluggish and just as it would be more difficult to swim through jelly than through water, the ions are slow to move, reducing the amount of energy they can produce. Once they warm up though, the range is restored too. Not what you’ve heard? That’s why I asked the next question: Why is range reduced then?

What Impacts Range of Electric Vehicles? Using the Heat

You go out to your car and start it, but it’s cold. There’s frost on the windshield so you turn on the defroster and the heater to get it warmed up. Starting the car also begins to warm the battery.

Within a few minutes the windshield is clear, your fingers are unfrozen and you can drive, so you do. Turn off the defroster and your range creeps up. Turn off the heater (but leave on the heated seats) and it improves more, but not completely. So yes, your range is reduced. That’s because the internal system that warms the battery will keep going until the battery is warm. It can take 30 minutes to several hours for the battery to warm up — preconditioning, as it’s called in the industry — so it may not be fully warmed by the time you reach your destination, even though the cabin is toasty warm.

Clearly, heating the car is what uses up all that energy. But there’s a solid workaround.
Rugged yet Futuristic Kia EV9 Electric 3-row SUV Makes Its Debut

Keep Your Baby Warm

Just as experts tell us to start our car and warm it up before we drive it on cold days, electric cars need to be warmed, too. Using your owner’s app or settings in the multimedia system, you should be able to set a time to pre-condition the battery before you start the car. Ideally this should be an hour or two before you plan to drive. As you program your home thermostat for comfort and efficiency, you can also set the heat and defroster so the car is toasty warm and the windshield is clear when you’re ready to go.

If you can park in a garage, all the better since this should reduce the ambient temperature at least a bit, and reduce the likelihood of frozen door handles or charge doors, which can freeze over in snowy, icy weather.

However, even if your door handles and charge door are frozen, preconditioning the car and cabin should help with that.

Warm the Car While It’s Plugged In

If you can precondition the car while the car is plugged, all the better. That should result in a net zero depletion of battery power, Steve said. Again, using the app or multimedia screen settings, you can program the car to warm up in the morning before you head out. Then unplug it and you’re ready to go.

Warming the car while it’s charging is great at home, or at a public station where others are not waiting to charge. Part of the ire of EV owners is waiting for others to charge while they sit happily in their car with the heat running… which means the car will take longer to charge.

Charge at Home When Possible

And install a level 2 charger; this is basically a 240V outlet, which is what is used for a household clothes dryer. I installed one in my garage and it cost about $150. To buy a level 2 adapter is about $300-$500, though many car makers include one with purchase (a level 1 standard household charger is typically included too).

Charging at home will typically have a very low cost, a dollar or two a day, less if you’re only replenishing the 30 or 40 miles you drove that day. Use your app or multimedia charge screen to program the time you want the car to charge (when rates are cheapest, of course) and for the health of your battery, only charge to 80%; this will make your battery last longer (which we have learned by overcharging our phones and laptops).

Charging at home will also save you the heartache of chargers that don’t work or long lines to charge. And again if you can’t charge at home, find the chargers that are most reliable and the time of day they are most available and build that into your schedule. Perhaps its a great time to answer email, buy groceries or meditate in a quiet cabin.

Can’t Plug In At Home? How to Best Use Public Charging

Not everyone can plug in an electric car in at home, but they can still pre-condition before turning on the heat. The good news is that this should only take about 2% of the battery’s power as long as the cabin temperature and defroster are not on as well. Turn those on just before getting into the car, 5-10 minutes or so, and once in the car, use seat heaters and the heated steering wheel instead of cabin heat. This will leave you with a nice solid range, a minimal decline in charge and a comfy cabin.

Before finding a public charger, you should also pre-condition the battery. While you’re shopping, at work or on a flight heading home, set  your car to precondition. This will not only help your efficiency driving to the charger, but it’ll help your car to charge more quickly once you’re there.

Use the chargers your manufacturer recommends or has a relationship with. The software in a charge station station has to communicate with your car’s software, which is why sometimes they don’t work or there are false starts.

Then, charge at a time of day when it’s not as cold or as busy as it might be during rush hour or first thing in the morning.

Other Energy-Saving Strategies

Use eco mode. Use your car’s regenerative braking paddles or set the system to maximum regenerative mode. Use one-pedal driving and auto hold braking, especially in heavy traffic; you’re likely to regain some miles in a bumper-to-bumper crawl, believe it or not. Heated and vented seats will reduce draw on the motor, which requires more battery power. Use your car’s built in navigation for more efficient routes.

Reduce weight in the car when possible; if you don’t need really need your summer beach gear right now or your softball bag, leave them at home.

And, follow your manufacturer’s advice. Not all EVs are the same; they have different technology, different software and different charging infrastructure.

Want to Drive Electric, But Not Sure You’re Ready? Go PHEV

This is a great option, Steve told us: A plug-in electric hybrid is the perfect answer to days when charging or range are a challenge. A PHEV uses both a gas-powered engine and a battery-electric motor to power the car. Typically you can drive 30-50 miles on electric, enough range for most daily driving, errands and more. From there, the hybrid motor kicks in, giving you gas-powered miles, heat and more.

For optimal electric range you should also precondition the battery, as you would with the full electric system, and minimize the use of cabin heat. For buyers in cold climates, be sure to opt for heated seats if they are not included in the PHEV equipment package. They’ll pay for themselves — in saved electric range as well as comfort.

Planning Is Your Best Defense

Either way, pay attention to the weather and plan accordingly. Long lines at gas stations just before or after a storm are not uncommon, nor are stations that can’t function when the power is out or that run out of gas due to high demand and short supply.

And if you have a car with bi-directional charging and lose power at home, you can use your fully-powered electric car as a home generator – and sail through cold temperatures or power outages in toasty warmth.

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