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A thrilling electric sports car, the Ioniq 5 N has terrible range 2025 Hyundai Ioniq 5 N review by The Road Beat Words and pictures: Mitchell Weitzman This is the quickest-accelerating car to 60 mph I’ve ever driven. If you want to melt faces at legal speeds, the Ioniq 5 N considers that mission accomplished in three fleeting seconds. What sets the Ioniq 5 N apart from nearly every other EV on the market is what it does—and how it does it—when you’re not just blasting along in a straight line. Speed is everything for many EVs, a trend that kicked off when Tesla unveiled the original “Insane” mode on their early Model S sedans. But the Ioniq 5 N is different: this hot hatch is a legitimately and staggeringly brilliant sports car. Yet in doing so, it’s not exactly a great EV by traditional standards. Whichever way you slice it, this car proves one vital truth: EVs can be fun. Picks This is one hell of a fun time. Explosive acceleration is old news for EVs—been there, done that. Where enthusiasts are concerned, the glaring ingredient missing from most attainable electric cars (sorry, Rimac doesn’t count) is genuine, old-school fun. No matter how accomplished the regular Hyundai Ioniq 5 is, it often has the charisma of a washing machine. There will always be fanboys for certain models and gimmicks, but a true, modern electric sports car? That’s been largely missing until now. Instead of trying to make an electric car “more fun,” Hyundai went back to the roots and asked, “How can we use electricity to make a better sports car?” That’s the attitude carmakers should adopt, and by doing so, Hyundai has crafted an incredibly fun retro hatch with performance that obliterates its contemporaries and most muscle cars. The standard Ioniq 5 dual-motor setup is already plenty quick with 320 horsepower, but the N division said, “Hold my beer,” and cranked it up to 641 horsepower at peak performance, with nearly 600 horsepower available at all times. The result? Face-warping acceleration. Being electric, there’s no pause or wait for power—it hits instantaneously with a prod of your right foot. With dual motors front and rear, plus the ability to adjust torque split for optimal traction or glorious slippage, this car is built for hot-lapping and attacking canyons at devastatingly illegal speeds. Grip is immense when you want it, and smart power distribution quells understeer. Flip a few switches, push some buttons, and you can transform this AWD hot hatch into a RWD-biased drift machine with a penchant for Mountain Dew-fueled, cotton-candy oversteer. What impresses most is how this machine changes direction so flatly, aided by batteries that keep the bulk of its not-insignificant mass low in the chassis. Despite weighing nearly 5,000 pounds, the Ioniq 5 N dances around like it’s a ton lighter. It might wear a Hyundai badge and look like a boxy grocery-getter with some puffed-up jewelry to some, but this EV is a sensory blast, delivering the joy and adrenaline of driving a fast car fast. There’s no real engine sound (more on that later), but the tactile sensations are dialed up well past the usual domesticated levels. The main takeaway from a week with this menacing Hyundai is that it’s a properly, righteously fun car. Unconventional? Sure. But it tickles all the right feelings in conventional ways through its blistering speed, razor-sharp control, and driver involvement. That last bit is crucial—other EVs often lack engagement or even prefer (and are designed) to drive themselves. The Ioniq 5 N, however, demands its driver take the helm to extract its full potential. Nicks By crafting an incredible sports car, Hyundai has also made a pretty lackluster EV by (admittedly recent) traditional metrics. Standard Ioniq 5 AWD models average about 2.7 miles per kWh in previous testing, but the N drops that to a dismal 2.1. Even with a full charge, I never saw more than 200 miles of estimated range, and with the heater lightly on during winter, that quickly plummeted to around 150 miles all-in from its 84 kWh capacity battery park. A real-world range well under 200 miles makes this car highly impractical for many drivers because of how limiting it is, not to mention how you'll constantly need to have charging planned (and time allocated for charging). Compare that to a gasoline-powered sports car like the BMW M3, which can easily surpass 300 miles in daily driving and averages about 20 MPG in mixed driving. This poor range hampers outright usability, forcing frequent charging stops. Long journeys will be a hassle, even driving 120 miles to San Francisco from home would leave me with just morsels of energy remaining, necessitating a charging stop en route or upon arrival. Utilizing 350 kW chargers helps (though it actually maxes out at about 200 KW), but the need to recharge so often is a bummer. And on the track? A 20-minute session of hard driving will significantly drain the battery, requiring a recharge every session to keep things on the boil. Then there’s the fake engine noise. It’s amusing at first but quickly feels overdone, like Hyundai’s admitting that EVs are inherently boring. I’d prefer a raw, mechanically electric sound—think TIE Fighter—over this artificial snapping, crackling, and popping of a faux four-cylinder. Thankfully, you can tweak those noise settings to be as fake or silent as you desire. The Ioniq 5 N’s cornering prowess comes at the cost of everyday comfort. The ride is firm and jiggly at low speeds, though it settles at moderate paces. This is a sports car, and it can beat you up like one. Plus, unlocking its best performance requires navigating menus and settings—lots of them. Remember when a BMW M3 didn’t even have a screen or adjustable dampers? Just key in, shift to first, and go. I miss those days. The right direction for electric vehicles Let’s face it: as an EV, the Ioniq 5 N isn’t great. Its efficiency is laughable—a car with this big a battery (84 kWh) failing to hit even close to 200 miles in real-world conditions, especially in colder weather, is disappointing. But focusing on its strengths, it excels in its fever-dream levels of speed and intensity, laughable in an entirely positive way. Other EVs may be as fast—or even faster with a large bank account—but few match the Ioniq 5 N’s fun factor when the road gets twisty. Accelerating, braking, turning, repeat—it’s a blast. Whie not close to perfect, the Ioniq 5 N is a massive stride forward for EVs, proving hypercar-level performance can be attainable at its price point and also be genuinely fun to drive. Price as-tested: $67,685 Pros: Outstanding performance in every direction; Looks great Cons: Poor range; Stiff ride 2025 Hyundai Ioniq 5 N basic specifications. Powertrain: Dual electric motors, all-wheel drive Power Output: 601 hp (641 hp with N Grin Boost) Torque: 545 lb-ft (568 lb-ft with N Grin Boost) Battery Capacity: 84 kWh Electric Range: 221 miles (EPA) Real World Range : About 175 miles 0-60 mph: About 3 seconds Top Speed: 162 mph Transmission: Single-speed direct drive Charging Time (240V): 7–9 hours Fast Charging: 10% to 80% in 18 minutes (350 kW charger) Dimensions: Length: 186 in Width: 76 in Height: 62 in Wheelbase: 118 in Curb Weight: about 4,900 lbs Cargo Capacity: About 26 cubic feet Wheels: 21-inch forged aluminum with P275/35R21 Pirelli P-Zero tires MSRP: Starting at $66,100 (US) Thank you for reading The Road Beat's 2025 Hyundai Ioniq 5 N review. 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Extremely good looks are ready for the TikTok generation 2025 Volkswagen Tiguan review by The Road Beat Words and pictures: Mitchell Weitzman TikTok has a pronounced effect on contemporary consumerism. Favoring aesthetics before substance, it won’t be long before endless clips of the new Volkswagen Tiguan flood feeds, buoyed by its genuinely striking looks. And on that front, the Tiguan will win plenty of hearts. But those quick-hit videos and surface-level 'reviews' won’t show the troubling details that undermine the exceptional efforts of the exterior styling. Picks Mazda has long worn the crown for the most attractive crossover in this fiercely competitive segment, but Volkswagen has stormed in and seized its throne. The previous Tiguan was already a good-looking vehicle, but the new lines breathe a subtle upscale nuance — especially up front — making this attainable crossover look far more expensive than it actually is. In fact, it now looks more like an Audi than most Audis do. Honestly, better than an Audi. Open the door for the first time and the reaction mirrors the exterior — overwhelmingly positive. Volkswagen’s brown interior option deserves praise as well, looking rich and intentional rather than dingy or dirty, something brown interiors often suffer from in vehicles like the RAV4 or GMC Terrain. The sweeping, oversized screen immediately grabs attention, and the Tiguan’s traditional strength of interior space continues. Rear-seat legroom is generous, and while previous Tiguans offered an optional third row that was nearly useless, its omission here is no loss at all. Unlike other Volkswagen crossovers that suffer from overly light, numb steering, the Tiguan finally delivers some weight and substance behind the wheel. While ultimate tactility is still lacking, steering accuracy and response are excellent for the class, giving the Tiguan a genuinely capable, almost sporty feel — something most rivals (Mazda’s CX-5 and CX-50 aside) simply don’t offer. Sharing its platform roots with the Golf certainly helps, and while many mainstream VWs and other crossovers feel dull and detached, the Tiguan has a welcome edge on Northern California’s twisty foothill roads. With all-wheel drive eliminating torque steer and power levels that don’t overwhelm the tires, the Tiguan’s chassis feels constantly planted and composed especially when leaving corners under power. Balance is impressive for a roomy mover of persons, and while it’s not outright fun in the traditional sense nor genuinely rewarding to drive briskly, its stout front axle and body control are solid, giving a confidence when pushed. Power comes from Volkswagen’s familiar turbocharged 2.0-liter four-cylinder, producing just over 200 horsepower. It’s not an exciting or even quick unit, but it is at least smooth under operation and sounds better than its Japanese contemporaries. Acceleration is barely adequate rather than exciting, with 0–60 mph arriving in the mid-eight-second range. Fuel economy hovered around 25–26 mpg combined over a week of commuting and errands. The good news is the 2026 model year will see a big upgrade to 268-horsepower. Price is competitive for this top SEL R-Line example, ringing the register at $41,180 all-in as-tested. Nicks Unfortunately, many of the Tiguan’s biggest disappointments are things those TikTok and YouTube shorts will never show. While the cabin initially impresses, that feeling fades quickly once you start living with it. The colors and materials may impress at first glance, but the design lacks cohesion. That massive screen, for example, is poorly integrated into the dashboard, appearing as a standalone slab awkwardly mounted on top. The bulky support structure on the passenger side for said screen only reinforces the sense that the interior was finished first, and the screen was added later as an afterthought. While this cabin is a step forward from recent Volkswagens, the appeal is surface level as the interior quickly reveals itself to be fussy and incoherent. Wood trim options only make matters worse, looking cheap and out of place — more Temu than premium — and clashing with the rest of the design language. Notice how the screen meets the dash on the passenger side...Afterthought. Then there’s the center console armrest, which remains one of the worst in the industry. It creaks loudly due to its notched adjustment mechanism, and you must open it fully just to close it again. Try to grab something quickly and close it from partway up? Too bad — it won’t. What would be a great idea is to use the latch as a clutch so you can you raise and lower it at your behest and without the awful creaking noise, but they didn't try hard enough. The idea of an adjustable armrest makes sense, but the execution is awful. In a new vehicle and the top Tiguan of the year, the cheap noises and clunky operation are unacceptable. Controls elsewhere don’t fare much better. The capacitive sliders for volume and temperature beneath the screen are frustrating, requiring repeated swipes instead of allowing you to hold your finger for quick adjustments. To make matters worse, there are also digital climate controls buried inside of menus on the screen itself. The result is two different temperature controls located mere centimeters apart, neither of which work particularly well; Physical knobs would solve all of this instantly. Adding insult to injury, the rearview camera resolution is poor by modern standards. Material quality further disappoints once you start wholly interacting with the cabin, with many surfaces feel hollow and cheap. Even the turn signal stalks, while visually clean, are overly smooth and slippery, making it easy to accidentally trigger the windshield washers when signaling or using the high beams. The steering wheel is overloaded with buttons as well — a far cry from when cars had just a few, or none at all. Passenger space is competitive, but cargo room is not. With just 27 cubic feet behind the rear seats, the Tiguan massively trails key rivals like the Toyota RAV4 and Honda CR-V which offer nearly 40 cubes of storage. That number is also a massive reduction compared to the 2024 version, so if maximizing trips to Costco matters to you, this isn’t the vehicle to buy. And for those who actually used the Tiguan’s old third row, Hyundai’s Santa Fe now fills that niche at a mostly similar if slightly higher price point, offering more usable space and strong styling of its own. Volkswagen clearly chased glitz and glamour here, but quality and usability took a back seat. Yes, this is still an affordable vehicle by segment standards, and compromises are inevitable. But these feel like the wrong compromises. Starts off as impressive because busy and fussy 2026 solves the lethargic acceleration, but Volkswagen also continues to not offer any hybrid option, something Mazda now does along with typical stalwarts like the CR-V Hybrid and RAV4 (now only hybrid for the 2026 model year). A tough spot to be in Volkswagen has created the visual leader of the segment, and the Tiguan’s driving dynamics are beat most rivals. The upgraded engine next year will also add the much-needed spice to the grunt department. I genuinely enjoyed driving it day to day during my test, but enjoyment on the move actually driving doesn’t outweigh the daily frustrations inside when interacting with the cabin. Not everyone will be as sensitive to tactile quality and control logic as I am, but these issues add up quickly to me when other brands are just easier to use. There are simply nicer, more intuitive, and more spacious vehicles available to choose from. This is the best Tiguan yet, with real improvements (and more to come) and clear strengths — but once again, it’s the little things that hold another Volkswagen back. More photos from the 2025 Volkswagen Tiguan review 2025 Volkswagen Tiguan SEL R-Line 4Motion main specifications Price as-tested: $41,180 Powertrain Engine: 2.0-liter turbocharged inline-4 Horsepower: 201 hp Torque: 221 lb-ft Transmission: 8-speed automatic Drivetrain: All-wheel drive (4MOTION) Performance 0–60 mph: ~8.5 seconds Towing capacity: 1,800 lbs Fuel Economy EPA combined: 25 mpg EPA city / highway: 22 / 30 mpg Fuel tank capacity: 15.6 gallons Dimensions Length: 185 in Wheelbase: 110 in Width: 73 in Height: 67 in Ground clearance: 7 in Curb weight: ~3,900 lbs Interior & Cargo Seating capacity: 5 passengers Cargo volume (rear seats up): 27 cu ft Cargo volume (rear seats folded): 59 cu ft Chassis Front suspension: Independent strut Rear suspension: Multi-link Brakes: Four-wheel disc (vented front) Wheels & Tires Wheel size: 20-inch alloy Tire size: 255/40R20 all-season Standard / Key Features (SEL R-Line) Large touchscreen infotainment display Wireless Apple CarPlay & Android Auto Digital instrument cluster IQ.DRIVE driver-assistance suite Leather seating surfaces Heated front seats R-Line exterior and interior trim accents Comparisons against key 2025 rivals (in comparable top trims and non-hybrids) on the spec sheet Spec VW Tiguan SEL R-Line AWD Toyota RAV4 Limited AWD Honda CR-V AWD Mazda CX-50 Turbo AWD Engine 2.0T I4 2.5 I4 1.5T I4 2.5T I4 Horsepower 201 hp 203 hp 190 hp 227 hp Torque 221 lb-ft 184 lb-ft 179 lb-ft 320 lb-ft Transmission 8-speed auto 8-speed auto CVT 6-speed auto Drivetrain AWD AWD AWD AWD 0–60 mph (est.) ~9 sec ~8 sec ~8.5–9 sec ~6 sec EPA MPG 25 mpg 28 mpg 28 mpg 25 mpg Cargo (rear seats up) 27 cu ft 37 cu ft 39 cu ft 32 cu ft Cargo (seats folded) 59 cu ft 70 cu ft 76 cu ft 56 cu ft Towing Capacity 1,800 lbs 1,500 lbs 1,500 lbs 3,500 lbs Wheel Size 20 in 19 in 18–19 in 20 in Approx MSRP ~$41,000+ ~$42,000 ~$36,500–$38,000 ~$43,000 (Premium Plus Turbo)

This aging lite pickup has its charms, but can't hide its age 2025 Honda Ridgeline Trailsport review by The Road Beat Words and pictures: Mitchell Weitzman Honda’s Ridgeline is not a truck that excites upon first greeting, but instead grows on you over time. I haven’t exactly given glowing reviews of Ridgelines in the past, but a reintroduction to Honda’s midsize pickup was welcome after recent drives in Toyota’s new Tacoma—a truck that has ballooned in price with its latest generation. Honda, on the other hand, has kept things simple for another year, which is both good and bad. What still stands out most to me is how easy the Ridgeline is to drive and use, as well as the sheer value it continues to bring in 2025. Picks Easy drivability and comfort remain at the forefront of the Ridgeline’s strengths. On the road, it never feels like a traditional pickup, instead shrinking itself down into an easily maneuverable crossover. Handling and steering both impress, too, as this is a truck that never really drives like a truck and can carry alarming speeds down country backroads. On the highway, it’s remarkably civilized with low wind and road noise, paired with a plush ride quality that rarely feels anything less than composed. Too many SUVs and trucks bounce around endlessly as if riding on blown shocks, or they’re tuned too stiffly to chase payload and towing bragging rights. True, the Ridgeline doesn’t boast headline-grabbing figures in terms of utility, but the tradeoff is a beautifully smooth ride across any surface—far better than the overly firm Toyota Tacoma. This TrailSport trim adds some useful features and performance attributes, including suspension tuned for mild off-road use and knobby tires to match. It also gets unique trim pieces that pair nicely with certain colors (though this flat blue isn’t one of them, in my opinion). Inside, it’s fully loaded with all the bells and whistles, along with nice leather seat coverings, yet still retails for about $47,230. That may sound steep, but a TRD Sport or Off-Road Tacoma with faux -leather seats will cost at least $5,000 more. Unlike the Passport TrailSport SUV, where I noticed powertrain hiccups and sluggish throttle response, the Ridgeline has none of those concerns. Its V6 is a smooth operator at all times and speeds, and the automatic transmission rarely feels lost when accelerating or needing it to kick down. My observed fuel economy was 21 MPG, which matches Toyota’s new turbocharged four-cylinder Tacoma, a fair result for an old big V6. Put your foot down from a standstill, and the Ridgeline’s sonorous V6 will launch you to 60 mph in a surprisingly brisk 6.5 seconds. Another clever touch is the dual-action tailgate, which can swing open sideways as well as drop down. It makes bed access easier depending on your needs and circumstance, and the built-in storage bin adds real utility with an additional 7 cubic feet. You could even use it as its own cooler. Nicks The drawbacks, unfortunately, are familiar. The interior is heavily dated, with a small screen angled awkwardly upward. In simpler terms, this cabin feels very much from Trump’s first term rather than his second. Many of the knobs and buttons look bulky and old, not befitting a brand-new 2025 truck. And even though the Trailsport is the off-road oriented of the range, it only has 7.6 inches of ground clearance, a frankly abysmal figure that is less than a basic Toyota RAV4. Most annoying is the transmission’s operation. The slow-reacting PRND buttons always introduce a delay that gets in the way of progress when leaving a parking stall or at home. Adding to that is another lingering Honda issue: The absence of strong engine braking from the nine-speed automatic transmission. For example, when descending even a moderate slope, there’s a pronounced lack of engine braking, compounded by lethargic downshifts. That becomes especially unsettling if you’re towing its maximum 5,000 pounds downhill. Styling is subjective, but the Ridgeline is not the most attractive truck, lacking the purposeful stance and classic proportions of its rivals. A major design flaw is the obscenely high bed height. For a truck that’s supposed to be approachable, you end up lifting cargo higher than normal into its bed, not to mention the short surrounding walls that don’t offer much protection for keeping your cargo. As for that clever tailgate, while I like the functionality, the hinge panel gaps are god awful—lopsided and asymmetrical. Before realizing the tailgate swung out, I honestly thought it was just bad manufacturing. Chances are, most people following you on the road will think the same. A crossover that happens to be a truck Despite complaints, I still find myself liking the Ridgeline. Its strongest points are clear, especially the standout chassis performance when driven like a normal car. Other trucks simply aren’t as easy to live with, and that’s the single biggest factor in the Ridgeline’s success. It doesn’t demand the same level of commitment as other pickups, because this is a Honda—and it behaves like one at all times. It’s also a terrific value in an age of inflation and increasingly expensive Tacomas. Sure, it’s old inside, but that very datedness may help explain the attractive price point. At the end of the daily commute, it's best to think of the Ridgeline as a crossover that happens to have a truck attached behind, offering a useful alternative to the common SUV, but is also compromised as such. After a week behind the wheel, though, I cam to enjoy its simple and good-willed demeanor. 2025 Honda Ridgeline Trailsport As-tested price: $47,230 Key Specs Engine: 3.5-liter V6 (SOHC, i-VTEC, 24-valve) Horsepower: 280 hp Torque: 262 lb-ft Transmission: 9-speed automatic Drivetrain: All-wheel drive (AWD) Towing Capacity: 5,000 lbs Payload Capacity: ~1,500 lbs Fuel Economy (EPA): 18 city / 24 highway / 21 combined mpg Dimensions Overall Length: 210 in Wheelbase: 125 in Overall Width (without mirrors): 79 in Overall Height: 71 in Ground Clearance: 7.6 in Bed & Cargo Bed Length (tailgate up): 64 in Bed Length (tailgate down): ~83 in Width in Bed at Wheel Wells: 50 in Bed Volume: 34 cu ft In-Bed storage bin volume: 7 cu ft Thank you for reading The Road Beat's 2025 Honda Ridgeline Trailsport review. Please subscribe for more of our candid and frank reviews.

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Full photo and picture gallery of the 2021 Genesis G90 Ultimate by The Road Beat. 2021 Genesis G90 Ultimate Photo Gallery Read the Full Review Here

Photo gallery of the 2023 Honda Civic Type R (FL5). Images by The Road Beat with Mitchell Weitzman Photography. Professional exterior and interior photos of the 2023 Honda Civic Type R. 2023 Honda Civic Type R Photo gallery of the 2023 Honda Civic Type R (FL5) All photos by Mitchell Weitzman Photography with The Road Beat Previous Next