Fear not—there’s no one-click option, so no one should be in any danger of absent-mindedly buying a brand-new Palisade. Instead, there’s a “Begin Purchase” button, at which point you can choose to pay the entire amount or finance the purchase.
Here is a huge difference to the traditional dealership experience: There’s no negotiation, no browbeating or asking you how much of a monthly payment you want to make, and no upselling paint protection or the like. Everything can be done through amazon with a few clicks, ending with scheduling a pick-up time for the new car at the dealership. You can even trade in your existing car during the process. (I only tested it so far lest I accidentally end up with a brand-new Ioniq 5 N, which I still can’t charge at home.)
Amazon says it will add more brands next year, as well as leasing, and will also expand to more cities. For now, Amazon Autos is available in Atlanta, Austin, Baltimore, Beaumont-Port Arthur, Birmingham, Boston, Champaign/Springfield, Charlotte, Chicago, Cincinnati, Cleveland, Columbia, Columbus, Dallas, Denver, El Paso, Fond Du Lac, Ft. Myers/Naples, Harrisburg-Lancaster-Lebanon-York, Harrisonburg, Hartford, Houston, Indianapolis, Jacksonville, Los Angeles, Miami, Milwaukee, Minneapolis-St. Paul, Nashville, New York, Orlando, Philadelphia, Phoenix, Pittsburgh, Portland, Providence, Raleigh-Durham, Salt Lake City, San Antonio, San Diego, San Francisco, Seattle, Sheboygan, Springfield, St. Louis, Tampa, West Palm Beach, and Washington, DC.
Waymo’s robotaxis are going to get a lot more angular in the future. Today, the autonomous driving startup and Hyundai announced that they have formed a strategic partnership, and the first product will be the integration of Waymo’s autonomous vehicle software and hardware with the Hyundai Ioniq 5.
“Hyundai and Waymo share a vision to improve the safety, efficiency, and convenience of how people move,” said José Muñoz, president and global COO of Hyundai Motor Company.
“We are thrilled to partner with Hyundai as we further our mission to be the world’s most trusted driver,” said Waymo’s co-CEO Tekedra Mawakana. “Hyundai’s focus on sustainability and strong electric vehicle roadmap makes them a great partner for us as we bring our fully autonomous service to more riders in more places.”
Now, this doesn’t mean you’ll be able to buy a driverless Ioniq 5 from your local Hyundai dealer; Waymo will operate these Ioniq 5s as part of its ride-hailing Waymo One fleet, which currently operates in parts of Austin, Texas; Los Angeles; Phoenix; and San Francisco. Currently, Waymo operates a fleet of Jaguar I-Pace EVs and has also used Chrysler Pacifica minivans.
Enlarge/ Other automakers have half-heartedly tuned their EVs, but Hyundai’s N brand has gone all-out with the Ioniq 5, and the results are spectacular.
Jonathan Gitlin
Hyundai’s transformation over the past decade and a half has been one to watch. The automaker went on a hiring spree, luring design and engineering talent away from the likes of BMW and Audi to grow its own competency in these areas. It worked—few can rival the efficiency or charging speed of the current crop of Korean electric vehicles, for instance. And Hyundai’s N division has shown it can turn prosaic underpinnings into performance cars that push all the right buttons. Both of those things are on vivid display with the Ioniq 5 N.
The regular Ioniq 5 has been on sale for a while now, long enough to have just received a facelift. It’s one of our favorite EVs, with styling that calls back to the angular hatchbacks of the 1980s and an 800 V powertrain that’s easily best-in-class. Now, the company’s in-house tuners have had their way with it, applying lessons learned from rallying and touring car racing to up the fun factor.
It’s not exactly a novel approach, even for EVs. Kia beat Hyundai to the punch with the EV6 GT; the car is fearsomely fast, but I found it less compelling than the normal version, which is cheaper, less powerful, and more efficient. In fact, I’m on record as saying that when looking at EVs, the cheapest, least-powerful version is almost always the one to get.
Not in this case. The body has extra welds and adhesive to stiffen its shell, with new front and rear subframes and reinforced battery and motor mounts. The N even took mass out of the drive axles to reduce unsprung weight, similar to its World Rally Championship contender.
Among the obvious changes are blistered wheel arches and an assortment of aerodynamic ducts, winglets, channels, and spoilers.
Jonathan Gitlin
The base Ioniq 5’s bone structure was well-suited for this motorsport makeover.
Jonathan Gitlin
This will probably be my car of the year.
Jonathan Gitlin
There’s a different center console, and new sports seats, plus a steering wheel with an awful lot of buttons on it.
Jonathan Gitlin
The back is roomy, but it’s a little more claustrophobic than normal thanks to the backs of the big bucket seats.
Jonathan Gitlin
I mean, it’s not a dungeon back here or anything.
Jonathan Gitlin
There’s no need for additional bracing, so there’s as much cargo room as the base model.
Jonathan Gitlin
No frunk, just power electronics and HVAC parts.
Jonathan Gitlin
15.75-inch brake discs and four-piston calipers help stop the front wheels.
Jonathan Gitlin
The power steering has been strengthened and given a quicker ratio, and it has been comprehensively reprogrammed to deliver more feedback to the driver. As you might expect, there are all manner of clever algorithms to control how much power gets put down at each axle or to each rear wheel, with various levels of intervention for a driver to choose from.
Nominal power output is 601 hp (448 kW) and 545 lb-ft (739 Nm), with bursts of 641 hp (478 kW) and 568 lb-ft (770 Nm) for up to 10 seconds available with the push of one of the many buttons on the steering wheel. That’s sufficient for a 0–60 mph time of 3.3 seconds, with a chirp from the tires in the process.
The pair of electric motors are fed by an 84 kWh battery pack that will fast-charge from 10 to 80 percent in 18 minutes. However, just like with performance variants of internal combustion cars, the combination of big wheels, sticky performance tires, and all those aerodynamic drag-inducing addenda means it won’t be as efficient as the normal version. Here, that leads to an EPA range of just 221 miles (355 km), although that’s measured in Normal mode, not the far more efficient Eco setting.
You either get it or you don’t
The Ioniq 5 N’s best party trick is called N E-Shift, and it’s bound to be divisive. It simulates an eight-speed paddle-shift transmission, changing throttle mapping and lift-off regen to replicate each “gear,” and the effect is extremely convincing.
The different levels of performance or efficiency are readily available and easy to switch between using the multifunction steering wheel.
Jonathan Gitlin
This is the default instrument panel.
Jonathan Gitlin
Here, the N E-Shift button has been pressed, and the power gauge on the right has turned into a tachometer.
Jonathan Gitlin
In N mode, with the N E-Shift active.
Jonathan Gitlin
This was actually the second charger I visited to recharge the Ioniq 5 N; the first EA charger started smoking and shut down. But that was an EA thing, not an Ioniq 5 N thing.
Jonathan Gitlin
Like any car, if you drive it hard, you’ll have to recharge or refuel it often.
Jonathan Gitlin
As you can see, the Ioniq 5 N can also be quite efficient if necessary.
One of the major data brokers engaged in the deeply alienating practice of selling detailed driver behavior data to insurers has shut down that business.
Verisk, which had collected data from cars made by General Motors, Honda, and Hyundai, has stopped receiving that data, according to The Record, a news site run by security firm Recorded Future. According to a statement provided to Privacy4Cars, and reported by The Record, Verisk will no longer provide a “Driving Behavior Data History Report” to insurers.
Skeptics have long assumed that car companies had at least some plan to monetize the rich data regularly sent from cars back to their manufacturers, or telematics. But a concrete example of this was reported by The New York Times’ Kashmir Hill, in which drivers of GM vehicles were finding insurance more expensive, or impossible to acquire, because of the kinds of reports sent along the chain from GM to data brokers to insurers. Those who requested their collected data from the brokers found details of every trip they took: times, distances, and every “hard acceleration” or “hard braking event,” among other data points.
While the data was purportedly coming from an opt-in “Smart Driver” program in GM cars, many customers reported having no memory of opting in to the program or believing that dealership salespeople activated it themselves or rushed them through the process. The Mozilla Foundation considers cars to be “the worst product category we have ever reviewed for privacy,” given the overly broad privacy policies owners must agree to, extensive data gathering, and general lack of safeguards or privacy guarantees available for US car buyers.
GM quickly announced a halt to data sharing in late March, days after the Times’ reporting sparked considerable outcry. GM had been sending data to both Verisk and LexisNexis Risk Solutions, the latter of which is not signaling any kind of retreat from the telematics pipeline. LexisNexis’ telematics page shows logos for carmakers Kia, Mitsubishi, and Subaru.
Ars contacted LexisNexis for comment and will update this post with new information.
Disclosure of GM’s stealthily authorized data sharing has sparked numerous lawsuits, investigations from California and Texas agencies, and interest from Congress and the Federal Trade Commission.
Have electric vehicles been overhyped? A casual observer might have come to that conclusion after almost a year of stories in the media about EVs languishing on lots and letters to the White House asking for a national electrification mandate to be watered down or rolled back. EVs were even a pain point during last year’s auto worker industrial action. But a look at the sales data paints a different picture, one where Tesla’s outsize role in the market has had a distorting effect.
“EVs are the future. Our numbers bear that out. Current challenges will be overcome by the industry and government, and EVs will regain momentum and will ultimately dominate the automotive market,” said Martin Cardell, head of global mobility solutions at consultancy firm EY.
Public perception hasn’t been helped by recent memories of supply shortages and pandemic price gouging, but the chorus of concerns about EV sales became noticeably louder toward the end of last year and the beginning of 2024. EV sales in 2023 grew by 47 percent year on year, but the first three months of this year failed to show such massive growth. In fact, sales in Q1 2024 were up only 2.6 percent over the same period in 2023.
Tesla doesn’t break out its sales data by region anymore, but its new US registrations were down by as much as 25 percent, month on month, as its overall marketshare of EVs closes in on 50 percent this year; by contrast, Tesla was 80 percent of the US EV market in 2020. (Overall, Tesla’s global deliveries fell by 8.5 percent.)
The other sick patient in addition to Tesla is Volkswagen. Despite local production of the ID.4 crossover in Chattanooga, Tennessee, the brand saw EV sales fall by 37 percent in Q1. It has also abandoned plans to bring the ID.7 electric sedan to North America, and the long-awaited ID. Buzz microbus has yet to reach US showrooms more than eight years after it was first shown here.
But all this noise has been enough to spook executives into action. Both Ford and General Motors took the embarrassing step of rolling back their electrification goals, all but admitting they bet on the wrong horse. Instead of turning away from new internal combustion engine products, we’re set for a new flurry of hybrids—just don’t expect any of them to show up before 2026.
GM’s difficulty in ramping up its new family of EVs built around the UItium battery platform has been well-documented. The end of production of the Chevrolet Bolt, which sold for less than $30,000, didn’t help; with the little electric hatchback (and the slightly stretched Bolt EUV) no longer contributing to the sales charts, GM’s Q1 EV sales fell by 21 percent.
The problems with assembling Ultium cells into battery packs appears to be in GM’s past now. Cadillac Lyriqs are starting to become a common sight on the road, and GM CEO Mary Barra told Bloomberg that GM expects to build between 200,000 and 300,000 Ultium-based EVs this year, a huge increase over the 13,838 it managed to ship last year.
Meanwhile, Ford’s EV “slump” is nothing of the kind. In May, it sold 91 percent more F-150 Lightnings than last year. E-Transit sales were up 77 percent. And the Mustang Mach-E showed growth of 46 percent. In total, Ford’s EV sales for the first five months of this year were up 87.7 percent on 2023, helped no doubt by the company’s price cuts.
High double-digit sales growth (in Q1 2024) has also been occurring at Hyundai and Kia (up 56.1 percent), BMW (up 57.8 percent), Rivian (up 58.8 percent), Mercedes (up 66.9 percent), and Toyota (up 85.9 percent).
“As anticipated, Tesla’s sales took a hit, influencing the overall market dynamics. However, a few brands saw significant EV sales increases, achieving over 50 percent year-over-year growth,” said Stephanie Valdez Streaty, director of industry insights at Cox Automotive. “As noted in January, we are calling 2024 ‘the Year of More.’ More new products, more incentives, more inventory, more leasing and more infrastructure will drive EV sales higher this year. Even so, we’ll continue to see ups and downs as the industry moves toward electrification.”
“We view the current headwinds that EV sales are experiencing in the US and Europe as short-term in nature. The buildup of charging infrastructure, availability of affordable EV models with a fall in battery prices, combined with government regulations, will drive sustainable BEV growth in the long run,” said Cardell.
