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Ioniq will be a new subbrand for Hyundai, marking its EV lineup. The electric-only platform of the Ioniq 5 means more room in the cabin. The U.S.-market Ioniq 5 will come in both single- and dual-motor configurations, making 225 and 320 horsepower, respectively. It is slated to go on sale this fall, with other Ioniq models coming in 2022 and 2024.After first getting an online look at the electric Ioniq 5 in February, we finally got to see it in person. There was no driving yet, but we did get to slide the console back and forth, admire its contemporary hatchback design, and make a smoothie in its cargo area. (That’s thanks to the 12-volt outlet in the charging handle that can power anything from an air compressor to our item of choice, a blender.) The name “Ioniq” will recur. It’s a subbrand specifically for electric vehicles, and Hyundai says there are a bunch of those coming, all based on the new Electric-Global Modular Platform (E-GMP). The Ioniq 5 is the first to be released, a compact SUV intended to compete with fellow electrics from Ford (the Mustang Mach-E) and Volkswagen (the ID.4). Because it’s built on a platform designed solely for electrics, the 5 packs a roomy interior into a relatively small exterior package. The Ioniq measures 182.5 inches in overall length, 6.5 inches longer than the compact Hyundai Tucson, but with a 1.8-inch-shorter overall height, giving it more of a carlike feeling from the outside—it’s a very sporty hatchback in profile.
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Here’s where the dedicated electric platform does its magic. Because the designers don’t have to work around placing an engine in the front or allowing room for a transmission tunnel underneath, the wheelbase and the cabin can stretch out. The 5’s wheelbase, at 118.1 inches, is almost four inches longer than that of the much bigger Hyundai Palisade, which should make for a pleasant ride quality. Because the design allows for a totally flat floor, Hyundai can offer more legroom in the middle back seat, and neat features like the sliding console in the front of the top trim Ioniq 5 Limited. Good news for those who carry a bag: there’s room in the console, and in front of it, to put a purse or backpack. Bad news for those who didn’t want to go top trim: the sliding console is on the Limited only.
Like many new electric offerings these days, the Ioniq 5 will be available in a single- or dual-motor configuration. The rear-drive single motor generates 225 horsepower and 258 pound-feet of torque, which Hyundai says will propel the 5 from zero to 60 mph in 7.4 seconds. The all-wheel-drive dual-motor version gets you 320 horses and 446 pound-feet of torque. It’s quicker, too. According to Hyundai, it should be able to hit 60 mph in 5.2 seconds.

Oh, but how far can it go and how fast can it charge? Those are the big electric-car questions, right? The Ioniq 5 has an 800-volt operating system, similar to what we’ve seen from quick-charging luxury electrics like the e-tron GT and the Porsche Taycan. At a compatible charger, the 5 can go from 5 to 80 percent in less than 20 minutes and get you 68 miles of range in just five minutes. You can charge at a slower charger, of course . . . it’s just going to take longer. Final numbers for range haven’t been released, but Hyundai is hoping for 300 miles from the RWD version and around 270 from the racy AWD one. We couldn’t test any of that in the studio, but we were able to explore the interior.
The first thing you’ll notice when you step inside is a sense of space. It’s funny how embedded the hump of a transmission tunnel is in our idea of what a car interior will look like. Not seeing it is almost like walking into a formerly cluttered room where someone has removed the excess furniture. The result is a clean and open cockpit with lots of room front and rear. The front seats recline and have a footrest, for maximum napping during your 18 minutes of recharging. The materials in the interior are made from a variety of recycled fabrics, but compared to those in some of Hyundai’s recent gas SUVs, they seem a little bland. There are no cool patterns, no interesting textures. To liven things up, the door panels feature a glowing speaker surround and a floating armrest, and the instrument cluster and infotainment screens stretch across the dash for 24 inches of glowing interactivity. To the left of the gauges, a fun addition: there’s a magnetic square of dash for sticking family photos or parking garage tickets.
When we get to drive the Ioniq 5, we look forward to testing the head-up display with its augmented navigation, which projects directions and distances “into” the real world through the HUD display. The 5 also comes with Hyundai’s Highway Driver Assist 2 (HDA 2) which includes such smart cruise control features as automatic lane changes and junction-crossing. Before we left the studio, Hyundai suggested we test out the Vehicle 2 Load feature, which is an integrated 12-volt outlet in the charging handle that can power lights, compressors, small refrigerators, or, for our test, a smoothie blender. BYOB (Bring Your Own Blueberries). The Limited trim also has a 12-volt in the cabin.If you’re excited about the 5 but are wishing it was bigger, or smaller, more sedanlike, or offering a third row, all of that is yet to come. Because the E-GMP platform is so configurable, Hyundai will be able to stretch, shorten, raise, or widen it to fit all manner of upcoming electrics. And there are a lot of them. Hyundai says it’s planning 23 new electrics by 2023, and we’ll also be seeing versions from Kia, and Genesis. So if the 5 doesn’t charge you up, stay tuned for more, and if it does, we should start seeing them here in the States by fall of 2021.
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The 2022 Jeep Wagoneer and Grand Wagoneer will go on sale this summer with starting prices reaching up to $105,995, and the base Wagoneer, which starts at $59,995, won’t arrive until later. The Wagoneer and Grand Wagoneer look similar, but the latter has a slightly more upscale exterior and interior, a more powerful 6.4-liter V-8 engine, and standard four-wheel drive. The Wagoneer comes standard with rear-wheel drive and a 5.7-liter V-8 and a 48-volt hybrid assist that Jeep calls eTorque. The Wagoneer will compete with the likes of the Chevy Tahoe, GMC Yukon, or Ford Expedition, and the Grand Wagoneer with more luxurious full-size SUVs such as the Cadillac Escalade or Lincoln Navigator. If Car and Driver editors bought either of the two new three-rowers from Jeep, this is how we would spec them:

Drew Dorian’s $81,375 Jeep Wagoneer Series II

Jeep

Jeep

No Wagoneer or Grand Wagoneer is what I would consider affordable, but luckily all versions are nicely outfitted with luxuries. Even the entry-level Wagoneer Series II looked fairly well-equipped to me, so I chose that one and went with a four-wheel-drive model. From there I added the $3995 Convenience Group package which adds several high-end features including an air suspension, a head-up display, heated second-row seats, a self-parking feature, and a few additional driver-assists. I also splurged on the $2995 Premium Group package, which includes 22-inch wheels, a panoramic sunroof, roof-rail cross bars, and a cargo-area tonneau cover. I prefer captain’s chairs in the second row to make the third row of seats a little more accessible, so I also added the 2nd Row Seating Group package for $795. The Wagoneer comes with a 5.7-liter V-8 versus the 6.4-liter mill that runs under the hood of the Grand Wagoneer, but that’s fine by me and I’m sure it still provides more than enough power and towing capacity for what I’d need. Jeep’s available exterior colors are limited and I would have loved a nice rich dark green. Instead, I went with the bright Velvet Red Pearl-Coat paint ($595) which pairs well with the two-tone Sea Salt (tan) and black Nappa leather interior scheme. My red Wagoneer Series II offers a hell of a lot of good kit and nearly as much cache as one of its Grand siblings but with a relatively low price tag of $81,375. –Drew DorianJoey Capparella’s $84,680 2022 Jeep Wagoneer Series III

Jeep

Jeep

I opted for the lower-spec Wagoneer because I like the idea of the 5.7-liter V-8 engine with its eTorque 48-volt hybrid system. Sure, the 6.4-liter engine in the Grand Wagoneer is more powerful, but I wouldn’t be able to stomach its fuel-economy penalty. Plus, the Wagoneer offers many of the same appealing features as the Grand Wagoneer and looks nearly the same. The Series III version starts at $75,590 and includes a head-up display, an air suspension, heated and cooled front seats, and a 10.1-inch touchscreen infotainment system.The first option I added was the $3000 four-wheel-drive system, because it’s a Jeep after all. I then opted for the $595 silver paint (there aren’t many good color options available) and the $595 second-row captain’s chairs that replace the second-row bench and reduce seating capacity from eight to seven. My only big-ticket item was the $5495 Premium package that includes an upgraded audio system, a panoramic sunroof, 22-inch wheels, and power-retractable running boards, among other things. This all adds to a pretty well-equipped full-size SUV, and given that the Grand Wagoneer can easily go into six-figure territory, my $84,680 total price looks somewhat reasonable. –Joey CapparellaConnor Hoffman’s $101,985 2022 Jeep Grand Wagoneer Obsidian

Jeep

Jeep

There are no good colors for the Grand Wagoneer, so I decided to go with a blacked-out Obsidian model, which starts at $100,995. The Diamond Black paint costs $595, but you can get Bright White as a no-cost option. The only package I’d add is the interior protection package, which includes all-season floor mats to keep my $100k-plus SUV clean during Michigan’s winter, and a cargo tray. Other than those two options, my Grand Wagoneer comes standard with four-wheel drive, the more powerful 6.4-liter V-8 engine that provides 471 horsepower and 455 pound-feet of torque, and the cool front passenger display screen. This price might seem ridiculous for a Jeep, but this loaded three-row SUV is in Cadillac Escalade territory, and it’ll cost me $101,985. –Connor HoffmanMaxwell Mortimer’s $108,380 Jeep Grand Wagoneer Series III

Jeep

Jeep

I’m not a huge fan of massive utes, but who doesn’t like to occasionally price out an expensive luxo-barge for fun? I chose to skip the Jeep Wagoneer and go straight for the Grand Wagoneer to see how it stacks up against vehicles like the Lincoln Navigator and Cadillac Escalade. For my build, I started with a Series III trim Grand Wagoneer in Baltic Gray metallic ($595.) Starting at $105,995, the Series III trim comes loaded with just about every option and has standard features such as upgraded leather massaging seats, night vision, a center-console beverage cooler, and many driver-assist features. I really liked the Blue Agave interior color, so I stuck with that and added the embossed-metal interior accents to replace the wood trim for $795. To that I would add only the heavy-duty trailer-tow package for $995 because it’d be foolish to spend this much and not check that box. When it’s all said and done, my Series III Grand Wagoneer came out to an exorbitant $108,380, but that’s the price of entry when you’re playing in the big leagues. –Maxwell Mortimer
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Ford adds details on the base work-truck version of the just-announced F-150 Lightning electric pickup. Picture sawing wood from your truck with the Pro Power Onboard built-in AC power source, which offers up to 9.6 kilowatts of power that can be accessed through outlets in the bed, the cabin, and the locking front trunk, or frunk.The F-150 Lightning Pro will start at $39,974 plus a destination charge yet to be named, while the truck with the extended-range battery pack starts at $49,974 plus destination.Since unveiling its first all-electric pickup last week, Ford has been repeating the message that the F-150 Lightning does work. No where is that more obvious than in the F-150 Lightning Pro, a commercial customer trim version Ford is announcing today.

Unsurprisingly, most of the Lightning Pro’s technical features are shared with the consumer Lightning. That means the same battery options of either the standard pack that should get 230 miles or an extended-range battery for 300 miles, the same 14.1 cubic feet frunk, and, perhaps most important for fleet operators trying to get jobs done (other than the vinyl seats) is the ability to run tools right from the truck.
Pro Power Onboard is a built-in AC power source for the F-150 Lightning and Lightning Pro. In talking up the standard Lightning, Ford is happy to explain that the truck’s Pro Power Onboard can improve tailgates or power your home during an outage. For the Lightning Pro, Ford said a single charge of the extended-range battery has “enough power to rip up to 30 miles of half-inch plywood.” Same hardware, different message.In the Lightning Pro, the standard Pro Power feature offers 2.4 kilowatts of power through four trunk-based outlets, two in the cabin and two in the bed. The available 9.6-kilowatt Pro Power Onboard option adds two more 120-volt and a 240-volt AC outlet in the bed. Personal Lightning owners can set limits so that their campsite usage won’t drain the battery too much to get home or to a nearby charging station. With the Lightning Pro, fleet managers can do the same for their trucks out on jobs, so that they can always make it back to the garage or somewhere where they can recharge.The Lightning Pro comes as dual-motor with four-wheel drive. It will produce an expected 426 horsepower with the standard-range battery. With the extended-range pack, this number jumps to 563 horsepower.The Lightning Pro will come in one body style: a full-size, four-door, five-passenger SuperCrew configuration with a 5.5-foot bed and a standard Class IV hitch. Inside, the Lightning Pro uses an Intelligent Range system that takes terrain, weather, cargo, and trailer load into account when it calculates how many miles are left in the battery. Thanks to cloud connectivity and Sync 4, the truck will recommend a visit to a charging station if the state of charge drops.

How much energy you can put into the pack depends on the charger used. With the standard-range F-150 Lightning Pro and the included 32-amp mobile charger, refilling the battery from 15 to 100 percent at 240 volts takes 14 hours. The time drops to 10 hours with the optional 48-amp Ford Connected Charge Station or the 80-amp Ford Charge Station. On a 150-kW DC fast charger, going from 15 to 85 percent full takes 44 minutes (all times are longer with the extended range battery).

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The F-150 Lightning Pro with the standard-range battery will start at an estimated $41,669, assuming the as yet unannounced destination charge is the same $1695 as that for the gas-powered F-150. Choosing the extended-range pack adds $10,000 to the price. Electric-vehicle incentives may also be available.It’s not like Ford’s commercial customers have been without any electric options. Around a decade ago, Ford and Azure Dynamics worked together on the Transit Connect Electric, a plug-in version of the gas-powered Transit Connect delivery van. In late 2020, Ford announced an all-electric version of the larger Transit cargo van, which also offered Pro Power Onboard and other features found in the Lightning Pro. But here’s a solid additional choice.
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