Federal Realty Investment Trust has selected Mercedes-Benz High-Power Charging (HPC) to install over 500 EV fast charging stalls across at least 50 of its open-air retail properties nationwide, beginning in 2026.
The initial deployment phase targets 20 Federal Realty retail centers in Arizona, Pennsylvania, Florida and Connecticut. Each selected location will have up to 10 charging stalls with charging speeds of 400 kW and compatibility with all EV brands. The agreement targets retail locations to capitalize on established properties that already attract strong consumer traffic.
“We view this partnership as a strategic inflection point for EV infrastructure deployment in retail real estate,” said Don Wood, President & Chief Executive Officer of Federal Realty. “By aligning with Mercedes-Benz, we’re introducing a forward-looking amenity that enhances the customer experience and reinforces the long-term strength of our portfolio. The structure of the deal is just as innovative as its scale, designed to create lasting value for our business and our communities.”
“Scaling reliable, high-speed EV charging requires more than just technology—it takes partners who understand place, quality, and the customer journey,” said Andrew Cornelia, President & Chief Executive Officer of Mercedes-Benz HPC North America. “Federal Realty’s properties are destinations in their own right, and this collaboration enables us to deliver a seamless charging experience at some of the most desirable locations in the country.”
BMW Motorrad’s futuristic electric scooter just got its first real refresh since beginning production in 2021. The BMW CE 04, already one of the most capable and stylish electric maxi-scooters on the market, now gets a set of upgraded trim options, new aesthetic touches, and a more robust list of features that aim to make this urban commuter even more appealing to riders looking for serious electric performance on two wheels.
The BMW CE 04 has always stood out for its sci-fi styling and high-performance drivetrain. It’s built on a mid-mounted liquid-cooled motor that puts out 31 kW (42 hp) and 62 Nm of torque. That’s enough to rocket the scooter from 0 to 50 km/h (31 mph) in just 2.6 seconds – quite fast for anything with a step-through frame.
The top speed is electronically limited to 120 km/h (75 mph), making it perfectly capable for city riding and fast enough to hold its own on highway stretches. Range is rated at 130 km (81 miles) on the WMTC cycle, thanks to the 8.9 kWh battery pack tucked low in the frame.
But while the core performance hasn’t changed, BMW’s 2025 update focuses on refining the package and giving riders more options to tailor the scooter to their taste. The new CE 04 is available in three trims: Basic, Avantgarde, and Exclusive.
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The Basic trim keeps things clean and classic with a Lightwhite paint scheme and a clear windshield. It’s subtle, sleek, and very much in line with the CE 04’s clean-lined aesthetic. The Avantgarde model adds a splash of color with a Gravity Blue main body and bright São Paulo Yellow accents, along with a dark windshield and a laser-engraved rim. The top-shelf Exclusive trim is where things get fancy, with a premium Spacesilver metallic paint job, upgraded wind protection, heated grips, a luxury embroidered seat, and its own unique engraved rim treatment.
There are also a few new tech upgrades baked into the options list. Riders can now spec a 6.9 kW quick charger that reduces the 0–80% charge time to just 45 minutes (down from nearly 4 hours with the standard 2.3 kW onboard charger). Tire pressure monitoring, a center stand, and BMW’s “Headlight Pro” adaptive lighting system are also available as add-ons, along with an emergency eCall system and Dynamic Traction Control.
BMW has kept the core riding components in place: a steel-tube chassis, 15-inch wheels, Bosch ABS (with optional ABS Pro), and the impressive 10.25” TFT display with integrated navigation and smartphone connectivity. The under-seat storage still swallows a full-face helmet, and the long, low frame design means the scooter looks like something out of Blade Runner but rides like a luxury commuter.
With these updates, BMW seems to be further cementing the CE 04’s role at the high end of the electric scooter market. It’s not cheap, starting around €12,000 in Europe and around US $12,500 in the US, with prices going up from there depending on configuration. However, the maxi-scooter delivers real motorcycle-grade performance in a package that’s easier to live with for daily riders.
Electrek’s Take
I believe that the CE 04’s biggest strength has always been that it’s not trying to be a toy or a gimmick. It’s a real vehicle. Sure, it’s futuristic and funky looking, but it delivers on its promises. And in a market that’s still surprisingly sparse when it comes to premium electric scooters, BMW has had the lane mostly to itself. That may not last forever, though. LiveWire, Harley-Davidson’s electric spin-off brand, has teased plans for a maxi-scooter-style urban electric vehicle in the coming years, but as of now, it remains something of an undefined future plan.
Meanwhile, BMW is delivering not just a concept bike but a mature, well-equipped, and ready-to-ride electric scooter that keeps improving. For riders who want something faster and more capable than a Class 3 e-bike but aren’t ready to jump to a full-size electric motorcycle, the CE 04 hits a sweet spot. It delivers the performance and capability of a commuter e-motorcycle, yet with the approachability of a scooter. And with these new trims and upgrades, it’s doing it with even more style.
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Source link by Electrek
Author Micah Toll
#BMW #ups #ante #fastest #powerful #electric #maxiscooter
BIDITUP Auctions and Heritage Global Partners will host a webcast auction on July 9–10, 2025, featuring surplus assets from a Tier 1 EV battery and energy systems manufacturer in Detroit, Michigan. The event will include late-model production equipment, R&D instrumentation, and facility infrastructure—much of it unused or recently installed.
Key EV battery production assets include a 2023 TRUMPF PFO33-2 laser welding system with Trudisk 3000 (unused), a 2023 TANAC pouch-cell battery assembly line, and dual G&G Lamistar electrode coating lines. Additional equipment includes battery can cutters, adhesive dispensing systems, and thermo chillers from SMC and Duksan.
The auction also features 2023 Instron test systems, Jeio Tech environmental chambers, and glove boxes for lab and thermal testing. EV component lots include factory-sealed Tesla and Ford motors, a Tesla Powerwall 2 system, and unused ChargePoint CT4020 dual-head chargers.
Support equipment includes rotary thermal dryers, explosion isolation valves, heavy-duty lift systems, HVAC units, and electrical infrastructure. Assets will be sold from a single onsite location in Detroit.
Like new / brand new machinery • 2023 Trumpf laser welding system – PFO33-2 with Trudisk 3000 – unused • Raycus RFL-C2000H laser welding station • (2) SMC HRS-150-A thermo chillers – new in box • 2023 Duksan Cotran & T-Water laser chillers • York 60-ton industrial chiller
EV battery manufacturing & engineering • 2023 Tanac pouch-cell battery assembly line – fully integrated • Dual G&G Lamistar electrode coating lines • Battery can cutters, taping stations, pneumatic compression fixtures • Dürr Ecocram adhesive supply system
R&D, lab, & thermal testing • 2023 Instron testing & temperature systems • Jeio Tech walk-in temp/humidity chambers • Braun & Innovative Technology glove boxes • Vacuum ovens, biosafety cabinets, Keithley SourceMeter – many new units
Drying & air systems • 2023 RTR rotary thermal regeneration dryer
EV powertrains & components • Factory-sealed Tesla and Ford EV motors • Tesla Powerwall 2 battery system – 13.5 kWh • ChargePoint CT4020 dual head commercial EV chargers – unused
Heavy lifting & material handling • Tandemloc ElectroLoc lift systems – 84,000 & 95,000 lb • Bison C-Lift, electric forklift lifters, vehicle lifts
The Xiaomi SU7 and recently launched YU7 both use the same self-developed Modena platform.
The brand says the upside-down cells allow for better packaging and improved safety in the event of a crash.
CATL and Xiaomi came up with a special electrolyte to counteract the effects of gravity since the cells are upside down
The quest for battery safety is an endless endeavor, with many manufacturers working on the problem. Electric battery fires are generally rare, but the phenomenon’s rarity doesn’t mean that manufacturers will throw caution to the wind; no, battery protection and thermal runaway mitigation take many forms. Like BYD’s blade battery, which usually has thin, blade-shaped cells that, in theory, make thermal runaway less likely if a cell becomes punctured.
Xiaomi has its own solution. While in Beijing on a Tour of Xiaomi’s factory, it revealed one of the clever ways it tries to mitigate the phenomenon of thermal runaway and make driving safer:
By mounting its battery cells upside down.
The Xiaomi SU7 comes with a choice of two batteries (not counting the low-volume, super high-performance SU7 Ultra). The base model SU7 standard (single motor, RWD) gets a battery made by BYD subsidiary FinDreams. The real story, however, is the batteries on the mid-level Pro and top-level Max trims. Both packs were built by battery giant CATL and specially designed to meet the needs of the SU7.
Like many new design EVs, the SU7’s Modena chassis is a cell-to-body design. Meaning, the top of the battery pack is actually integral to the structure of the car. Yet, in a cutaway view of the car’s chassis, the floorpan (and top of the battery case) reveals all of the cells against the floor, with no connectors showing. Instead, the cells point downward, with each contact facing the road, not the cabin.
Photo by: Xiaomi
The idea is that in the event of a crash or thermal runaway, any fire or force would be directed downward, not upward, to the occupants.
Xiaomi’s representatives insist that this was more challenging than flipping some off-the-shelf cells from CATL, sticking them underneath the SU7, and calling it a day. It’s more complicated than that because the cells are upside down. The battery electrolyte is affected by gravity in ways a traditional setup would not be. Also, the contacts are facing the road and are now potentially subject to corrosion that standard battery cells would not be. To counter both, CATL and Xiaomi took a few steps. The electrolyte has been specially formulated to work well when upside down, while all of the metal contacts on each cell use anti-corrosive metal to stave off any issues. Add in the aerogel insulation on each cell, and Xiaomi’s cars are fully protected from battery fires, or at least they are in theory. No mitigation is completely foolproof.
Photo by: Kevin Williams/InsideEVs
The upside-down cells along with the structural battery pack is part of the reason why the SU7 is explicitly car-shaped. Integrating the upside-down cells and engineering a “minimalistic wiring system” is how Xiaomi gave the car such a thin floor. The SU7 has the same proportions and dimensions sd a contemporary gas-powered combustion car, avoiding the chunky car-on-top-of-a-battery look inherent to less sophisticated EV designs from other EV manufacturers. Compared to a lot of other EV models, the Xiaomi SU7 looks positively low-slung.
Currently, this tech is on the SU7 sedan, but it will show up in the recently launched YU7 crossover, too which shares the same self-developed Modena platform.
If you’re in China, the SU7 is already on sale, while the YU7 is expected to go on sale this summer. Xiaomi plans on exporting its cars to markets outside of China by 2027.
Contact the author: Kevin.Williams@InsideEVs.com
Source link by Battery Tech – News and Trends | InsideEVs
TQ, the German force behind some of the lightest and quietest e-bike motors on the market, just took a leap forward – again. Barely weeks after debuting the lightweight HPR60 e-bike drive system, the company has introduced the HPR40, now claiming the title of the lightest and most efficient mid-drive motor in the world.
Tailored for road and gravel e-bikes, the HPR40 clocks in at just 1.17 kg (2.6 lb). That means it has slashed nearly half the weight of the previous HPR60, which weighed 1.92 kg (4.2 lb).
Despite being smaller, it still delivers a respectable 40 Nm of torque and up to 200W of peak power, making it ideal for riders seeking subtle assist rather than brute force. This isn’t about raw horsepower; it’s about efficiency and seamless integration.
Don’t expect to see it on the next 750W Lectric or Aventon, but look for it on higher-end gravel and road e-bikes where riders are looking for a modest boost instead of a powerful burst.
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Unlike motors that have been rebadged from their original use on mountain bikes or commuters, TQ designed the HPR40 from scratch for lighter frames, aiming to remain nearly invisible on a bike’s bottom bracket and with controls hidden inside the handlebar. The result is a drive system that blends into the bike like a whisper, offering performance without the bulk.
At the heart of the HPR motor is TQ’s Harmonic Pin-Ring Transmission, which is a refined drivetrain rearranged to live fully inside a bike in place of the bottom bracket. This clever design eliminates noisy gears, reduces friction, and lets the motor engage instantly with zero lag. While that might sound like many mid-drives we regularly see from manufacturers like Bosch, TQ’s is so small and so deeply integrated that it’s barely visible to a casual observer.
The HPR40 pairs with a 290Wh battery that weighs just 1.46 kg (3.2 lb) and is hidden inside the downtube. There’s also a water bottle-sized 160 Wh range extender available, keeping total system weight under 2.7 kg (6 lbs). That’s one of the lightest fully integrated e-bike systems out there.
Control comes via a hidden handlebar remote hidden under the handlebar tape, and a sleek end-cap LED display keeps essentials in view without disrupting aesthetics. This stripped-down interface reinforces TQ’s philosophy: get out of the rider’s way. Or as New Atlas humorously described it, “it’s almost as if the company is daring riders to start a fresh round of mechanical doping scandals.”
TQ’s HPR40 isn’t just a fancy new drive system in a display booth, it’s already built into the new Canyon Endurace:ONFly, a sub‑10 kg (22 lb) e-road bike that tips the scales at just 9.9 kg. The Endurace:ONFly marries TQ’s whisper-soft assist with Canyon’s aerodynamic finesse, offering riders a bike that feels analog but rides electric.
The HPR40’s high torque density means riders can double their pedaling output with a modest 200 W boost. That translates to better climbs, longer rides, and a natural ride feel, all without the compromises of heavier systems. Considering that many riders can put out around 200W of constant power by themselves, the effect is like having a tandem rider along helping out, except that he only weighs 6 pounds.
The move shows that not every drive maker is merely chasing horsepower and torque figures. Instead, by merging elegant design, noticeable yet natural power, and light weight, TQ is proving that electric assistance doesn’t have to scream. It can whisper.
Electrek’s Take
Here’s the real story: the HPR40 isn’t just a technical footnote, it’s a signal. It shows that electric bike engineering is transitioning from brute force toward a future that also includes invisible, intuitive power systems. For riders chasing the delicate line between analog feel and electric assist, this is a breakthrough.
And considering that many riders are reaching an age where their mind wants to do the kind of rides that their body might no longer be capable of, systems like these can keep those riders in the saddle for longer. That’s many more years of keeping the good times rolling (and keeping the body young by continuing regular exercise).
Now the question is whether other brands will follow suit. Will we see this ultra-light motor trickle down into commuter e‑bikes or adventure-ready gravel rigs? If so, the day when an e‑bike feels exactly like a bike, but gives you a little assist when you need it most, just got much closer.
TQ is playing a long game: subtle, smart, and purpose-built. The HPR40 is merely the first move, and if this is any indicator, the next wave of e-bikes may feel less electric and more… old school?
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Source link by Electrek
Author Micah Toll
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Canadian silicon anode materials developer NEO Battery Materials has announced that its P-300N silicon battery material has outperformed its target metrics for long-term capacity testing.
The P-300N High-Stability Variant exhibited over 90% capacity retention for 300 cycles in the coin full cell format, exceeding the target set at 80% retention given the same cycle frequency.
The results establish P-300N as one of the most stable silicon battery materials utilizing metallurgical silicon (MG-Si), which is the lowest-cost silicon input available for battery-grade applications, the company said.
The results now allow NEO to proceed toward large-cell format testing. The company has initiated the battery cell design and architecture of single-layer pouch cells, which will involve long-term battery performance tests of 500+ cycles to optimize interactions between P-300N, graphite anodes and various cathode materials.
To prepare concurrently for near-commercial, multi-layer cell testing, NEO is in active discussions with battery prototypers and global manufacturers in South Korea, the US, and Germany.
Multi-layer cell manufacturing will be outsourced due to the need for specialized equipment. To fulfill requests from global downstream partners, NEO has secured all post-treatment equipment and installation is nearing completion at the R&D Scale-Up Centre. It has also decided to add a key manufacturing unit to expand its overall capacity. This high-specification machinery will enhance quality levels as it will enable higher precision control and efficient MG-Si processing.
NEO Battery Materials is working with industrial automation specialist Rockwell Automation to set up a 240-ton facility with the capacity to expand to 5,000 tons of silicon anode material per year, in Windsor, Ontario.
However, the Trump administration has made funding at the federal level difficult for states to access. In February, the Trump administration suspended funding from the $5 billion National Electric Vehicle Infrastructure (NEVI) program. Several states and nonprofit organizations, including Earthjustice, the Sierra Club, and Plug in America, have since sued the government for withholding the funds, which were authorized by Congress in 2021.
On May 22, the Government Accountability Office found that the Department of Transportation, which administers the program under the Federal Highway Administration (FHWA), does not have the authority to suspend NEVI and that the agency must continue to carry out the requirements of the program. The court case brought by states and nonprofits is still pending.
Funding for NEVI is designed to be allocated to states over a five-year period. The FHWA has allocated a total of $3.3 billion of NEVI funding to states through fiscal year 2025. States had awarded or obligated $527 million when the Trump administration suspended the program, and an estimated 57 NEVI-funded charging stations had opened across 15 states.
Of those NEVI-funded charging stations, 19 are in Ohio, where Paren’s chief technology officer, Bill Ferro, said many are in rural areas. This has to do with Ohio’s major interstate highways that run north-south and east-west through rural counties. In November and December 2024, when traffic increased during the holiday season, utilization rates spiked for Ohio’s rural EV chargers. Ferro said the stations are an example of how NEVI projects can be successful in rural areas.
“We would say they were the best use of NEVI funding in that they were outside the major cities, and they were intended to allow that great American road trip to go,” said Ferro.
Another hotspot on the map is in La Paz County, Arizona, where there are 140 ports, more than any other rural county in the country. Like in Ohio, an interstate is responsible for the build-out, Ferro and McDonald said. Interstate 10 connects Los Angeles to Phoenix, and one Tesla Supercharger station right off the highway has 84 ports.
As of early June, states are still waiting to see how the future of NEVI is resolved, and some have paused the application process for the next cycle of funding. While the program’s freeze has been a blow to rural areas looking to build out their charging infrastructure, McDonald stressed that NEVI is not the only source of money available to communities.
“Almost every charging station in America has some type of incentive, grant, or tax credit,” McDonald said. “NEVI gets all the headlines, but there are lots of other sources of incentive and grant money to offset costs.”
Utility companies and states have “make-ready” incentives to prepare sites to power EV charging stations. Some programs will cover the cost of getting sites connected with the utility and any construction that’s needed before the ports go in. Other programs offer rebates for the hardware, helping to facilitate the build-out of EV charging stations in places where private investors would otherwise not be interested in installing charging ports.
McDonald sees the government’s role in funding EV chargers as a way to ensure Americans have access to services regardless of where they live. He compared the current build-out of EV infrastructure to the Rural Electrification Act, which provided federal loans for the installation of rural electrical systems in the 1930s. In that era, the government stepped in to ensure communities had access to electric services in places where private investors didn’t see a way to make a profit.
“There are some things that literally require government help, or otherwise it’s never going to happen,” McDonald said.
Across the U.S., EV sales grew in 2024, increasing the share of EVs among all car sales, according to the International Energy Agency’s annual report released in May. The report projects that the number of EVs on the road is expected to continue growing in the U.S. in 2025 and beyond, despite current political and trade headwinds imposed by the Trump administration.
AESC has stopped construction on two U.S. battery manufacturing facilities.
The company was in the process of investing $3.6 billion in the two new factories.
This is seen as a direct result of import tariffs and the cooling of EV demand in the United States.
The Chinese-owned battery manufacturer Automotive Energy Supply Corp. (AESC) had big battery manufacturing plans in the United States. It was building several plants to supply EV batteries, but after last year, it stopped work on one facility, and it has now put construction on hold at a second location.
AESC was in the process of investing $3.6 billion to build the two plants in Kentucky and South Carolina. But after import tariffs were introduced last year, importing the machinery necessary for its factories became much more expensive—machinery imported from China is subject to a 145% tariff. AESC also reportedly rushed construction and then had to implement expensive changes, which was a further setback.
The company has one U.S. battery plant online, in Tennessee. But instead of producing EV battery packs, it was repurposed to make industrial energy solutions instead. This likely came as a direct response to cooling EV demand in the U.S. and policy changes that specifically targeted EVs. The proposed rollback of some emissions standards and goals will further disincentivize the creation of new manufacturing for the EV supply chain.
Despite securing over $150 million in public funding and landing contracts to supply EV battery cells to Mercedes-Benz and BMW, AESC has considerably scaled back its plant-building plans in America. However, the company says it’s still committed to completing these factories and giving manufacturing jobs to thousands of people.
Pivoting to produce industrial energy storage, like it is doing in Tennessee, is a way to bring in some additional funds, which AESC needs in order to finish construction. According to the Wall Street Journal, AESC is also looking to get a loan to finish its South Carolina factory, which is supposed to supply BMW’s Smyrna plant, where it will begin EV manufacturing next year.
The Washington Post says that in the first three months of 2025, some $6 billion in battery manufacturing plans were scrapped across the country. This is at odds with the Republican narrative that the measures being enforced are meant to bring back manufacturing jobs, as it seems to be having the opposite effect.
Oregon Senator Ron Wyden commented on the matter at a news conference, telling the Post: “Hundreds of thousands of manufacturing jobs in the U.S. are now in danger. My own view is that projects all over the country are being canceled as we speak.”
The EV federal tax credit that the Trump administration is looking to abolish, along with other measures that encourage EVs, gave incentive for carmakers to build EVs in the U.S., source their components locally and create a supply chain to sustain the segment, which seemed burgeoning around 2022 when so many of these big battery investments were emphatically announced.
Source link by Battery Tech – News and Trends | InsideEVs
Can a Hot Hatch EV Built For the Track Also Be a Good Everyday Driver?
When Clean Fleet Report had the opportunity in April 2024 to drive the all-new 2025 Hyundai Ioniq 5 N on a race track, we jumped at the chance. Our experience is linked at the end of this story. But how does this beast of a track car do on the highway and in-town on a milk-and-butter run? Quick answer: Very well.
A touch of red-hot
What Is N?
The magic button
The Hyundai sub-brand of high-performance cars gets the N moniker that the company says is about “Having fun and bringing a youthful element and the wild side to Hyundai.”
Hyundai N vehicles are aimed at performance enthusiasts wanting a street-legal car they can take to the limit on and off the track. These vehicles get N exclusive badging, modified engines, custom gearboxes, aerodynamic upgrades and variable suspension systems. Current Hyundai models that have received the N performance treatment are Kona, Elantra and Ioniq 5. Note: Hyundai also has “N-Line” trims that are not to be confused with the N models, as N-Line vehicles primarily are an appearance upgrade from base models.
Taming a Beast
The all-wheel drive (AWD) 2025 Hyundai Ioniq 5N is powered by dual motors that scoot it along 0-60 mph in a seat-pinning 3.4 seconds. We do not recommend or encourage trying this, but the top speed is set at 162 mph. To get these numbers it means horsepower and torque need to be prodigious—and they are!
IONIQ 5 N: Powering-up
Dual Electric Motors
84 kWh Lithium-ion Polymer battery
Base Horsepower: 601
Base Torque: 545 pound-feet
N Grin Boost Horsepower: 641
N Grin Boost Torque: 568 lb.-ft.
All Electric Range (AER): 221
You’ll be grinning; this is all they’ll see
What is N Grin Boost?
The Ioniq 5 N performance numbers above are impressive, but pressing the N Grin Boost button on the right side of the steering wheel adds 40 hp for up-to 10 seconds. Releasing the button for 10 seconds and then hitting it again is very much like the IndyCar system of Push To Pass. The only concern is the more N Grin Boost is used, the quicker the battery is depleted, so use it when absolutely needing a bit more power. Or just use it for the heck of it. Check this video for more info.
Silent Cruising
The Ioniq 5 N was designed to be a fully capable track car, but not surprisingly it is also a fully capable everyday driver that easily handles all daily needs while providing some fun.
In a week we put on 434 miles of Southern California freeway driving, taking us from Dana Point to Hollywood to Palm Springs and back. We treated the Ioniq 5 N with great respect by fighting off temptation to press the N Grin Boost button so we could get a read on the all-electric driving efficiency. We were impressed with the results—3.2 miles per kilowatt hour, which is what non-performance EVs get.
One feature we used at all times was the one pedal and i-Pedal driving. Make sure to have the Hyundai dealer sales associate demonstrate how using and setting this regenerative braking technique will increase your electric efficiency, driving range and driving enjoyment.
Highway and Around Town Cruising
The high performance capabilities of the Ioniq 5 N can be dialed back to the point it drives much like its more sedate sibling, the Ioniq 5 which we last tested in 2022. The N, which Hyundai calls an Everyday Sportscar, has drive modes of Eco, Normal, Sport, then three N settings (put these in your back pocket until needed when headed to a track day). The first three are self-explanatory when you will use them for efficient highway cruising, general in-town and highway driving or for the occasional taking twisties. We found Normal to be the best for nearly all of our driving, which was primarily on the highway. A quick blip into Sport made for some spirited on-ramp merging and passing big rigs and slow pokes on the 405, 5 and 15. If you know these SoCal freeways, and how they can become clogged, having a get-up-and-go mode is greatly appreciated.
Ready to stop as well as go
Hyundai engineers had some fun creating software that simulates gear shifts and throttle sounds. One of the inherent benefits of driving an electric car is the quiet and smooth operation. However, many people wanted exhaust sounds and the feeling of transmission gear changes. If you are one of them, when taking an Ioniq 5 N for a test drive, go into the center touch screen and look for the N e-shift and N Active Sound+ settings. They make the IONIQ 5 N sound and feel oh-so like a gasoline-powered car.
For even more fun, press the Boost button and a familiar exhaust crackle is piped through the eight interior speakers and two exterior speakers as the e-shift takes you through the “gears.” Of course, this is not actually happening as EVs have only one gear. Nonetheless, the faux performance sounds are a kick, especially when blipping the paddle shifters. Not that you should, but the electric motors can spin up to 21,000 rpm so the sounds, gear shifts and performance need to be experienced.
It is implied the Ioniq 5 N was designed for handling, which it does with amazing dexterity and crispness. Hyundai calls it a Corner Rascal. The battery placement below the floor makes for as low of a center of gravity possible, allowing the Ioniq 5 N’s 4,861 pounds to hug the ground even when pushing corners hard.
Stopping Prowess
Going fast is great, but slowing is what makes for a fast lap and safe street driving. Hyundai says the “Ioniq 5 N’s specially-tuned brakes are Hyundai’s most powerful braking system to date.”
Regenerative braking on an EV is for efficiency. When coasting or braking, kinetic energy is converted into electric energy and returned to the battery to add driving range. It also adds a level of joy and fun with the one-pedal driving technique. Hyundai reached a balance between the street and track by recalibrating the braking system so strong regeneration along with the mechanical brakes combine for straight and true stops with no brake fading.
Charging is also fast
Charging
The Ioniq 5 N has a 10.9 kW onboard charger and an 800-volt electric system. The 84.0 kWh lithium-ion battery has pre-heating. That adds a heat pump for battery conditioning to improve charging and performance as heating the battery to the optimal charging temperature. Ioniq 5 N owners living where it gets below 40 degrees consistently for months will rely on this feature to obtain a full charge.
The Ioniq 5 N can be trickle charged with a 120V common wall plug, but expect replenish times to be long and slow. The best bet for owners will be to install a Level 2 240V home charger that will take the battery from 10-to-100% in 7.2 hours. Rapid charging with Level 2 at 50 kW and 400 volts will take the battery 10-to-80% in about 70 minutes. DC fast charging at 250 kW and 800 volts, will take you 10-to-80% in 18 minutes.
For even more convenience, the Ioniq 5 has Vehicle-to-Load, or V2L, where power can flow out of the battery and charge e-bikes, tire pumps and outdoor equipment, run your office while traveling and even be a home electricity source during a power outage.
Unique Exterior Design
The 2025 Ioniq 5 N has minimal front and rear overhangs. The seamless clamshell hood closes to a slit where the rectangular projector LED lights peek out from the far edges of the curved nose.
The sides reveal crisp lines and an origami-like crease creating a triangle on the doors that begins at the A pillar and culminates at the 45-degree angled C pillar. The LED tail lights, which replicate the rectangular design of the headlights, have a horizontal light bar with a small square pattern running the full width of the hands-free lift gate.
A crease in time
The rear bumper, diffuser and air outlet, checkered flag reflectors, unique badging and high-mount brake light are all only found on the IONIQ 5 N.
The Ioniq 5 N comes in one trim and a choice of five exterior colors—Abyss Black, Soultronic Orange ($500 extra), Performance Blue Matte ($1,000 extra), Ecotronic Gray Matte ($1,000 extra) and Atlas White, which was our color.
Spacious and Sporty Interior
Subtle differences
The completely flat floor provides spacious leg, shoulder and head room for all five occupants. The floating bridge console found on the base Ioniq 5, which is moveable and incorporates cup holders and charge ports, has been replaced with a fixed center console.
Covered in Alcantara with H-Tex, Hyundai’s name for synthetic leather, the lightweight front sport bucket seats are heated and ventilated with 6-way manual adjustments. The only interior color is black with blue accents.
The split 60:40 rear bench seat reclines and has 59.3 cubic feet of cargo space when folded down and 26.1 cubic feet with upright. There is no front trunk (frunk).
The low slung dash has dual 12.3-inch horizontal color screens, one for the configurable digital instruments and the other for the infotainment system. Entertainment was through the 8-speaker Bose premium audio system with AM/FM/SiriusXM, wireless Android Auto and Apple CarPlay, with Bluetooth streaming and hands-free telephone. The Bluelink app provides access to vehicle systems including remote start and remote charging, and the Digital Key provides extra convenience and safety.
Practicality along with the fun
Safety
The Ioniq 5 N comes with an extensive list of standard safety features beginning with six airbags: front, side impact and side air curtain with rollover sensors. Hyundai’s SmartSense safety tech is robust with advanced driver assistance systems (ADAS), including lane keeping assist, blind spot detection, forward collision avoidance and rear cross-traffic avoidance assist. Click the above link to learn about the Hyundai safety suite. Other features are hill start assist, Auto Hold, a surround and blind view monitor with parking sensors, and a tire pressure monitoring system.
Pricing
The 2025 Hyundai IONIQ 5 N comes in one trim level—all you choose is the color. The MSRP, including the $1,475 freight charge, is $67,675. The 2025 Ioniq 5 N is available in limited quantities at select dealers in select states, so contact your local Hyundai dealer for availability.
The Ioniq 5 N is an absolute blast to drive on a race track, equaling and bettering many gasoline-powered sports cars, but that isn’t what we are considering here. We are addressing if a blast-to-drive all-electric performance car can be tamed for chauffeuring the kids to soccer practices and making bread-and-milk runs. The clear answer is yes, but with the caveat that very few other drivers will be having as much fun with the mundane driving tasks.
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Story by John Faulkner. Photos and video by John Faulkner and Hyundai.
Other Ioniq 5 reviews from Clean Fleet Report:
Flash Drive: 2022 Hyundai Ioniq 5
Road Test: 2022 Hyundai Ioniq 5
Flash Drive: 2025 Hyundai Ioniq 5 N
[See image gallery at cleanfleetreport.com]
Disclosure
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and other efficient powertrains. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@ cleanfleetreport.com.
The post Road Test: 2025 Hyundai Ioniq 5 N first appeared on Clean Fleet Report.
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Author John Faulkner
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China’s EV automakers have surged ahead of the competition in global EV sales, and a new report shows just how far ahead they are.
The International Council on Clean Transportation (ICCT) just dropped its third annual Global Automaker Rating, showing that Chinese carmakers dominate the zero-emission vehicle (ZEV) space. China now accounts for over 11 million EVs sold annually – over half of global EV sales.
Its massive domestic market has helped Chinese automakers build serious momentum. They’ve scaled up, improved tech, and are now setting the pace globally. Companies like Geely and SAIC have already hit 50% EV sales share, meeting their 2025 targets a full year early. In fact, Chinese automakers took the top five spots for ZEV class coverage, and five out of the top six for EV sales share.
Meanwhile, automakers in the US and Europe are trying to catch up. But they’re facing a dual challenge of falling behind on tech while navigating shaky regulatory environments.
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The report also confirmed a big milestone: In 2024, BYD officially surpassed Tesla in global battery electric vehicle (BEV) sales for the first time. BYD’s BEV sales jumped 25%, and its combined BEV and plug-in hybrid sales climbed an impressive 47% year-over-year. Still, both BYD and Tesla remain in the “Leaders” category.
Automakers boosted energy efficiency, charging speed, and driving range thanks to newer, high-performance models.
“Our assessment revealed widespread improvement in BEV technology performance across the industry,” said Zifei Yang, ICCT’s global passenger vehicle lead. “GM and Honda made significant advancements by introducing high-performance models to their previously limited offerings, while companies like Geely, Chang’an, and Chery improved substantially with new high-performance EV lines.”
India’s Tata Motors also hit a turning point. For the first time, it graduated from ICCT’s “laggard” group to “transitioner,” thanks to new EVs and big moves on battery recycling and repurposing. While Japanese and South Korean automakers are still lagging behind, Honda and Nissan are inching forward. Honda launched its first US BEV, and Nissan finally clarified its ZEV targets.
One newer addition to this year’s report: a green steel metric. Since steel is the second-largest source of emissions in vehicle manufacturing (after batteries), ICCT now tracks which automakers are cutting emissions in the supply chain. European brands like Mercedes-Benz, BMW, and VW earned high marks for sourcing renewable-powered green steel.
ICCT’s CEO, Drew Kodjak, summed it up: “The rapid evolution of the EV market in China has created technological and manufacturing advantages for companies there. For the wider global auto industry, this is no longer just about meeting future goals – it’s about remaining competitive today in a market that’s charging up.”
Read more: EV prices dipped in May – and Tesla Model Y led the slide
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Author Michelle Lewis
#BYD #overtakes #Tesla #Chinas #giants #dominate #global #sales
