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We rendered the new Hyundai IONIQ V in full N attire. Ioniq 6 N already offers a 641 hp template to borrow. A patented fake manual could add a real clutch pedal. When Hyundai pulled the wraps off its China-exclusive (for now) IONIQ V at Auto China 2026, the reaction was immediate, and most of it came down to the way it looks. Low-slung proportions and sharp angular surfacing that reads more Sant Agata than Seoul. Then you get to the spec sheet and find a single motor making 225 hp, which is a lot less drama than the bodywork suggests. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("0f7e3106-c4d6-4db4-8135-c508879a76f8"); } else { adpushup.triggerAd("82503191-e1d1-435a-874f-9c78a2a54a2f"); } }); That gap between how it looks and how it moves invites one obvious thought: what would happen if Hyundai s N division got hold of it? Sure, there s no evidence to suggest such a model is being considered, yet the company has demonstrated with the Ioniq 5 and 6 N that it knows how to inject driver appeal into electric vehicles. Read: Hyundai s 2027 Elantra Is Bigger, Sharper, And Barely Recognizable Stretch the logic a little and the IONIQ V N starts to look like the spiritual successor to the Elantra N, only with the full weight of Hyundai s current EV tech behind it. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform === "DESKTOP"){ adpushup.triggerAd("ea4d4b5a-f8e5-4d5d-9d9a-53a3b956b6cd"); } else{ adpushup.triggerAd("44c0a4dc-e25b-4ba5-ac64-2c510461b92a"); } }); A Wicked Wedge Illustrations Josh Byrnes / Carscoops Our exclusive rendering imagines the IONIQ V in full N attire while preserving the dramatic, wedge-shaped aesthetic of the standard model. At the front, the aggressive fascia gains a deep splitter, larger cooling intakes and red accents seen on other N products. Also: BMW s i3 Sedan Divided The Internet, So We Drew The i4 Coupe Instead At 4.9 meters (193 inches), the Prius-on-steroids profile remains one of its defining features, with its heavily raked windscreen and fastback look. Larger wheels, performance brakes, subtle side skirts and lowered ride height help sharpen its stance. Out back, a more functional diffuser, discreet spoiler, and N-specific taillight elements help complete the transformation. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("bb7964e9-07de-4b06-a83e-ead35079d53c"); } else { adpushup.triggerAd("9b1169d9-7a89-4971-a77f-1397f7588751"); } }); High Tech Cockpit The standard Ioniq V s interior. As with the exterior, the standard car s cabin would carry the concept s aesthetic into production largely intact. A 27-inch 4K panoramic display commands center stage, backed by a Qualcomm Snapdragon 8295 processor, customizable performance graphics, track-focused telemetry, and an AI-powered voice assistant. Future Cars: Hyundai s Venue-Sized Bayon Could Get A 140-HP Hybrid America Won t Other goodies would include an advanced head-up display with a lap-timer, Level 2 semi-autonomous highway driving, heavily bolstered sports seats with illuminated N logos, a sports steering wheel with N mode presets, and acres of Alcantara trim. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("b25ecba7-3bbb-4ea7-a3a8-dbea91695c07"); } else { adpushup.triggerAd("e46c436a-adeb-4b5e-a2c7-56bc36561c10"); } }); Performance to Stun Based on Hyundai s 800-volt E-GMP architecture, the IONIQ V N could utilize the same dual-motor, all-wheel-drive powertrain from the Ioniq 6 N, which in that application generates north of 601 hp (448 kW) or 641 hp in N Grin boost mode. Also a possibility is the use of Hyundai s recently patented electronic manual transmission. This setup expands on the automaker s e-Shift technology by employing a gated shifter with six speeds (plus reverse), a clutch pedal, and software-controlled gear simulation to recreate a manual driving experience. Underneath, the chassis would get stiffer springs with adaptive damping, larger anti-roll bars, sharper torque vectoring, and upgraded brakes to keep the powertrain honest. Amped Alternatives The regular 2027 Ioniq V is expected to go on sale in China later this year. If Hyundai ever greenlights an IONIQ V N, such a model would face off against Tesla s Model 3 Performance, Polestar 4 Performance Pack, MG IM5 Performance, BYD Seal Performance, Xpeng P7 Ultra, and BMW i3. The standard car is widely expected to go global eventually, albeit not in the US, where Chinese cars are effectively blocked. If it does, the smart money says it ll land with more performance than the Chinese-market version makes today. Would you rather this over the Ioniq 6? Let us know in the comments below. Illustrations Josh Byrnes / Carscoops

New cars continue growing longer, wider, taller, and higher off the ground. Researchers say larger vehicles could worsen safety and parking shortages. The report proposes taxes and regulations aimed at shrinking future vehicles. It ll shock nobody to hear that cars are getting bigger every year. Love or hate the trend, a new study says that the extra size comes with some gnarly consequences. Researchers claim that if today s growth trajectory continues through 2040, cities could lose parking spaces, vulnerable road users could face greater risks, and drivers could ultimately pay more to keep their vehicles moving. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("0f7e3106-c4d6-4db4-8135-c508879a76f8"); } else { adpushup.triggerAd("82503191-e1d1-435a-874f-9c78a2a54a2f"); } }); The bigger question is whether policymakers will actually try to put the brakes on car growth before consumers do. Read: After A Point, Bigger Vehicles Aren t Safer, But They Could Hurt Others A new report from the Europe s Transport Environment (T E) and Clean Cities examines what it calls carspreading, the steady expansion of vehicle dimensions across Europe. According to the study, newly sold cars have grown an average of 1.2 cm (0.47 inches) longer and 0.5 cm (0.2 inches) taller every year, while previous T E research found widths and bonnet heights have also been increasing by roughly 0.5 cm annually. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform === "DESKTOP"){ adpushup.triggerAd("ea4d4b5a-f8e5-4d5d-9d9a-53a3b956b6cd"); } else{ adpushup.triggerAd("44c0a4dc-e25b-4ba5-ac64-2c510461b92a"); } }); Source: T E The pattern runs back to 2000, a quarter-century of uninterrupted growth that held steady even as the families buying these cars got smaller. The report compares two possible futures. In one scenario, automakers continue following current market trends, with larger vehicles and more SUVs making up an increasing share of sales. In the other, policymakers encourage what researchers describe as right-sizing, gradually returning average vehicle dimensions to roughly 2010-2015 levels. The Multi-Dimensional Impact Researchers estimate that if vehicles keep swelling, the fallout will reach well beyond one corner of society. Cities could lose between 8.5 and 14 percent of their on-street parking capacity by 2040. London and Berlin alone are each projected to shed around 100,000 spaces, according to The Guardian. In some places, that s not a giant concern, but in densely packed cities, it s a major issue worldwide. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("bb7964e9-07de-4b06-a83e-ead35079d53c"); } else { adpushup.triggerAd("9b1169d9-7a89-4971-a77f-1397f7588751"); } }); Safety is another major focus. T E points to previous studies linking higher hood heights with more severe outcomes for pedestrians and cyclists. Using those findings, researchers estimate that continuing current trends could result in roughly 2,570 additional vulnerable road user deaths between now and 2040 compared to a right-sizing scenario. The report also projects higher risks for child pedestrians, though those calculations rely partly on U.S.-based research. Study: The Average New Truck Hood Can Floor Anyone Under 5-Foot-6, Which Is Half The Country Energy consumption plays a role, too. Larger vehicles generally weigh more and consume more energy, whether powered by gasoline or electricity. T E estimates that Europe s EV fleet would require an additional 22.5 terawatt-hours of electricity annually by 2040 under the current trend, equivalent to the output of roughly 1,500 onshore wind turbines. It also predicts more than 100 million additional barrels of imported oil consumption over the same period as combustion vehicles remain in service. Recommendations var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("b25ecba7-3bbb-4ea7-a3a8-dbea91695c07"); } else { adpushup.triggerAd("e46c436a-adeb-4b5e-a2c7-56bc36561c10"); } }); Not surprisingly, the proposed solutions are what some will view as aggressive. The report calls for hood height caps of 85 cm (33.5 inches), width limits of 192 cm (75.6 inches), taxes tied to vehicle dimensions, parking fees based on size, and regulatory incentives reserved for smaller EVs measuring less than 4.2 meters (165.4 inches) long. Source: T E Whether those ideas gain traction is another matter entirely. Consumers have spent the last two decades voting with their wallets in favor of SUVs and crossovers. Automakers are probably more to blame for that than most folks realize. Also: Neuroscientist Finds Driving A Manual Lights Up A Brain Region Automatics Let Sleep After all, larger cars, trucks, and SUVs generate more profit and aren t typically held to the same safety and fuel economy standards. So while they didn t create that demand in a vacuum, they re certainly profiting from it. That means the real battle may not be about engineering smaller vehicles. It may be about convincing automakers to build them again. Source: T E

PROS Stylish, plush cabin, strong performance CONS Clumsy DCT, harsh engine, annoying blind-spot cameras Emzoom. Say it out loud and tell me it stirs anything. China s GAC went with it anyway for its entry-level SUV, and then priced it so low that most legacy brands wouldn t bother showing up to the fight. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("0f7e3106-c4d6-4db4-8135-c508879a76f8"); } else { adpushup.triggerAd("82503191-e1d1-435a-874f-9c78a2a54a2f"); } }); That fight starts with a car already in its second generation. It first surfaced in China in early 2023 wearing a GS3 badge under GAC s Trumpchi sub-brand, and it reached Australia last year as one of four models the Chinese automaker picked for the market. Where some of its stablemates lean on a clever electric powertrain, the Emzoom keeps things rather simple with a combustion setup under the hood. Review: Two Things Bother Us About The 2026 Geely EX5, But The Price Tag Kills Both Glance at the spec sheet and the price, and the Emzoom reads like a smart pick for anyone shopping the budget end of the SUV market. Spend a week with one, though, and that impression flips. Shoppers might want to look elsewhere, because this GAC feels half-finished in the places that matter most to you. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform === "DESKTOP"){ adpushup.triggerAd("ea4d4b5a-f8e5-4d5d-9d9a-53a3b956b6cd"); } else{ adpushup.triggerAd("44c0a4dc-e25b-4ba5-ac64-2c510461b92a"); } }); QUICK FACTS Model:2026 GAC Emzoom Starting Price:AU$25,590 ($17,600) excluding on-road costs Dimensions:173.6 L x 72.8 W x 62.9 in H (4,410 x 1,850 x 1,600 mm) Wheelbase:104.3 in (2,650 mm) Curb Weight:1,415 kg (3,119 lbs) Powertrain:1.5-liter turbocharged four-cylinder Output:168 hp (125 kW) / 219 lb-ft (270 Nm) 0-62 mph8.0 seconds (0-100 km/h) Transmission:Seven-speed DCT Efficiency:6.1 l/100 km as tested On Sale:Now SWIPE Photos Brad Anderson/Carscoops If GAC wanted to build a vehicle that stands out from the competition, then it s nailed the brief. There s nothing on the road that looks quite like the Emzoom, sporting an edgy and sharp design that s bound to appeal to younger buyers. It has an attractive price tag to match. In Australia, the Emzoom starts at just AU$25,590 ($17,600), which puts it among the cheapest new cars in the country. Only the Chery Tiggo 4 at AU$23,990 ($16,500) and Hyundai s Venue from AU$23,000 ($15,900) slip under it by any meaningful amount. One could argue that neither of those two options has quite the same emotional appeal as the Emzoom, given that they have far more conventional and restrained designs. So, what do you get for your money? Slotted beneath the shapely hood is a 1.5-liter turbocharged four-cylinder delivering 125 kW (168 hp) and 270 Nm (219 lb-ft) of torque. Mated to this engine is a seven-speed dual-clutch transmission, which sounds good on paper. However, as we discovered while driving the Emzoom, we d take a conventional torque converter, or even a CVT, over this dual-clutch. Tech-Focused And Plush var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("bb7964e9-07de-4b06-a83e-ead35079d53c"); } else { adpushup.triggerAd("9b1169d9-7a89-4971-a77f-1397f7588751"); } }); Photos Brad Anderson/Carscoops As we have come to expect from newly launched cars from China, the interior of the Emzoom does not reflect its low price. Indeed, it feels far more premium than something like a Hyundai Venue. Immediately catching the eye is a sporty, flat-bottomed steering wheel with silver accents and leather wrapping. While the Emzoom is cheap, GAC hasn t fallen into the trap of thinking it can get away without fitting a proper digital instrument cluster. This display measures 7 inches and is bordered with piano-black plastic, with separate digital readouts for things like temperature and fuel level. The graphics are big and bold, with sharp edges, suiting the overall vibe of the Emzoom. Perched on the dash is a large 14.6-inch infotainment screen. Sporting wireless Apple CarPlay and Android Auto, this screen has been subtly angled towards the driver, which is a nice touch. All the menus are easy to understand, and there are fixed toggles for things like fan speed and temperature on a tab at the base of the screen. One especially welcome feature is an excellent 360-degree camera, which often isn t found in vehicles at this price point. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("b25ecba7-3bbb-4ea7-a3a8-dbea91695c07"); } else { adpushup.triggerAd("e46c436a-adeb-4b5e-a2c7-56bc36561c10"); } }); It s also nice that drivers don t have to rely solely on the touchscreen for A/C controls. Below the central air vents is a row of buttons to trigger key functions, as well as two knobs to adjust the temperature and fan speed. Using these controls, I almost never needed to use the screen to tweak the climate settings. Read: European Automakers Won t Like What GAC And Magna Are Doing The overall quality of the cabin feels good, with plenty of soft-touch materials throughout. Heck, GAC has even been able to add metal speaker grilles to the A-pillars, include a sunroof, ambient lighting, and a set of front seats offering a good amount of bolstering for the hips and waist. If someone told me the Emzoom cost AU$45,000 ($31,000), I d believe them based purely on the interior alone. However, as nice as the Emzoom s cabin is, GAC s latest product feels incomplete at low speeds but becomes passable at higher speeds. Back To The Drawing Board? Photos Brad Anderson/Carscoops Let s get the bad out of the way first, shall we? For starters, the seven-speed dual-clutch transmission is absolutely horrible. It is, without question, the worst calibrated DCT I have ever experienced, and by a significant margin. Lightly press the throttle to pull away from a traffic light, and the Emzoom will surge forward, as if you ve just floored the accelerator, making it almost impossible to accelerate smoothly. This characteristic also makes parking infuriating. If you try to feather the throttle while slowly reversing into a parking space, for example, the Emzoom accelerates abruptly, forcing you to stamp on the brakes to avoid hitting another car. The only way I was able to park was to tap the throttle for a split second, cover the brake, and, if needed, tap the throttle again and cover the brake as many times as needed to park. When you re up and running, the gear changes are also slow and clunky. Ultimately, it feels as though the engineering team tested the Emzoom a couple of times, decided it was okay, and released it, rather than ensuring it s a pleasant car to drive around town. Switch it into Sport mode, and accelerating is even less refined. Read: China Is Snapping Up This $15K EV Faster Than Toyota Can Build It In addition, the Emzoom suffers from pretty bad rev hang. The steering also feels odd, as it s too heavy through the first few degrees and then lightens up significantly as you increase the lock. Perhaps the most frustrating aspect of driving the Emzoom is its blind-spot system. Every time you turn on the indicator, the infotainment display will light up to show a live image from the wing-mirror-mounted camera. Worse still, there s a two-inch-thick white border around the live mirror feed on the display, which is especially annoying while driving at night because it lights up the whole cabin. What s more, the feature cannot be disabled, even though other GAC models do offer the option to turn it off. The Good Photos Brad Anderson/Carscoops Aside from these faults, the Emzoom is actually quite nice to drive. The turbocharged engine isn t the most refined and can be quite noisy, but it gives the Emzoom decent punch, no doubt helped by the fact that the SUV is relatively light at 1,415 kg (3,119 lbs). Acceleration from 0-60 km/h (0-37 mph) is strong, and while it does begin to taper off after that, there s enough grunt for most buyers. I also found the ride to be a good compromise between soft and sporty. It feels solid enough for the Emzoom to be quite fun and engaging to toss through corners, while also smoothing out many of the road irregularities that Aussies have to live with. Overall efficiency is also respectable, as we ended the week averaging 6.1 l/100 km (38.5 US mpg), slightly better than the official claim of 6.6 l/100 km (35.6 US mpg). Verdict Photos Brad Anderson/Carscoops Perhaps the best thing about the Emzoom is the general value for money. Not only does it look interesting, but it is well-equipped, stands out from the competition, and its powertrain smooths out at 60 km/h (38 mph) and above. GAC deserves commendation for developing an SUV like this, and I have no doubt it will appeal to loads of young buyers. Sadly, if they have any idea how modern cars should drive, they may be disappointed when they jump behind the wheel and encounter issues with the dual-clutch transmission. As a starting point, the Emzoom is good. If GAC can make the engine and transmission feel more premium, rather than like they ve been lifted from the early 2010s, then the Emzoom would tick the boxes for budget buyers. Photos Brad Anderson/Carscoops

A rare Lada 2105 VFTS rally car is up for sale on eBay Germany. It competed in Austrian rally championships back in the 80s. Twin Weber carbs lifted output from 75 to a sharper 128 hp. When you think of high-dollar classic rally cars from the golden era of motorsport, names like Lancia and Ford usually come to mind. A new listing on eBay, though, puts the spotlight on a much humbler contender with an interesting backstory. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("0f7e3106-c4d6-4db4-8135-c508879a76f8"); } else { adpushup.triggerAd("82503191-e1d1-435a-874f-9c78a2a54a2f"); } }); The car is a heavily modified Lada Riva sedan, also known as the 2105, from the 1980s, built to Group B rally specification and now searching for an owner willing to look past the badge. The seller lists it in Germany with a buy-now price of 63,000, or $71,500 at current rates. More: Lada s 49-Year-Old Niva Just Got Its First Airbag And A Rust-Proof Body The sedan rolled out of the AvtoVAZ factory in 1981, but the chapter that matters began in 1985, when it was converted into a proper rally car. The Lada 2105 VFTS (Vilnius Fabrika Transportnych Sredstv) was certified and registered for both rally and road use by the Austrian importer AF, with Rudi Stohl running the program. From there it ran the Austrian Rally Championship without interruption through 1989, sharing duties between Rudi Strobl, Rainer Walenczko, and Engelbert Helm. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform === "DESKTOP"){ adpushup.triggerAd("ea4d4b5a-f8e5-4d5d-9d9a-53a3b956b6cd"); } else{ adpushup.triggerAd("44c0a4dc-e25b-4ba5-ac64-2c510461b92a"); } }); When the competition years ended, the Lada went into an Austrian garage and stayed there. The current owner picked it up in 2018 and brought it back with help from rally specialists. By 2020 it had earned a Historic Technical Passport (HTP) from the FIA, and it meets B222 homologation. More: Lada Iskra Goes Ice Racing With 173 HP And Chassis Upgrades Visually, the VFTS stands out thanks to the custom bodykit of wide fender extensions, a pronounced chin spoiler at the front and a ducktail at the back. It also gets the signature auxiliary spotlights, plus plastic windows to save weight. The look comes together with a set of five-spoke alloy wheels matching the white bodywork. Inside, the cabin has been gutted down to two fixed racing buckets and a roll cage, with a scatter of extra gauges and switches added to the dashboard. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("bb7964e9-07de-4b06-a83e-ead35079d53c"); } else { adpushup.triggerAd("9b1169d9-7a89-4971-a77f-1397f7588751"); } }); Under the hood, a naturally aspirated 1.6-liter engine carries twin Weber carburetors and a high-flow intake manifold. Output climbs from the factory s 75 hp (56 kW) to 128 hp (96 kW), a healthy figure for an old sedan that the regulations peg at roughly 920 kg (2,028 lbs). Behind it sits a short-ratio five-speed manual dog-box gearbox feeding a Torsen limited-slip differential. More: Lada s Most Extreme Niva Ever Is Built To Conquer Mountains Spending over seventy grand on something that started life as plain Soviet transport reads as madness on paper, except the market for historic rally machinery has real strength behind it. The question is whether a rally enthusiast will be drawn to this oddity instead of picking up a brand with deeper motorsport roots. While Lada is not famous for its rally heritage, the 2105 sedan is an evolution of the original VAZ-2101, itself based on the Fiat 124 sedan from the 60s. The latter was replaced by the Fiat 131 in the 70s, serving as the starting point for the legendary 131 Abarth Rally which won three manufacturer s and two driver s titles in WRC. var adpushup = window.adpushup = window.adpushup || {que:[]}; adpushup.que.push(function() { if (adpushup.config.platform !== "DESKTOP"){ adpushup.triggerAd("b25ecba7-3bbb-4ea7-a3a8-dbea91695c07"); } else { adpushup.triggerAd("e46c436a-adeb-4b5e-a2c7-56bc36561c10"); } }); You can find the Lada listing here. tschoenc / eBay