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Six vehicles competed for Motor Authority Best Car To Buy 2025, five of them EVs
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Five of the competitors are considered crossovers or SUVs
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The Hyundai Ioniq 5 N was the most fun to drive of the group
The transition from internal-combustion to electric power continued at a slower pace than expected this year, but you wouldn’t be able to tell it from our list of Motor Authority Best Car To Buy 2025 candidates. Five of the six contenders had electric power, though that could flip next year.
The reason is this past year saw the release of numerous electric-powered luxury and performance vehicles. They included the first electric SUVs from Porsche and Acura, a performance-oriented crossover from Hyundai, an electric ultra-luxury off-roader from Mercedes, and a substantial update for one of the best electric SUVs we’ve ever driven—from the startup Rivian.
They were joined by a performance-oriented, gas-powered coupe from Mercedes, though even more performance is certainly in the offing in 2025 in the form of a 63 model.
Our testing this year involved our first drive experiences for all the vehicles, track testing at Atlanta Motorsports Park, and street driving on the twisty roads of rural northern Georgia. Sure, at least three of the vehicles seemed like fish out of water on the track, but that testing revealed dynamic qualities that impressed more than expected.
Track capability isn’t the lone qualification to earn the Motor Authority Best Car To Buy award. We also look for engagement, luxury, fun factor, on-road livability, and even value. Pushing the envelope for luxury or performance can also help, and our winner, the Hyundai Ioniq 5 N did just that as the first truly sporty crossover EV on the market.
Below, we break down how each of our contenders performed in our testing. We note their strengths and weaknesses, share insights from our editors on their dynamics, and explain why they did or didn’t win.
2024 Acura ZDX Type S
2024 Acura ZDX Type S
2024 Acura ZDX Type S
Acura ZDX Type S
Acura doesn’t do much to differentiate the ZDX Type S from the step-down A-Spec model. It has just 9 more hp for a total of 499 hp, though torque increases considerably from 437 to 544 lb-ft. It also gets bigger brakes, adaptive dampers and air springs with firmer suspension tuning, slightly quicker steering, and bigger wheels and tires. At 6,052 pounds, that’s not exactly the formula for a track machine.
So, the Acura ZDX Type S was out of its element on the track at AMP, but it did well in some ways compared to the Mercedes G 580 Electric and Rivian R1S. Among those SUVs, it sits the lowest to the ground and that makes it more nimble on turn-in and in most cases mid-corner. It had the best, quickest steering and response among the three, with some impressive immediate turn-in. “Lift-off-oversteer is a real thing with this car,” Senior Producer Joel Feder noted. That turned out to be a good strategy to get through turn 4’s 180-degree lefthander. However, that strategy made it hard to maintain a consistent line in the big turn-7-8-9 carousel. Senior Editor Bengt Halvorson felt it didn’t have the body control he expected, and Editorial Director Marty Padgett said that the ZDX doesn’t come across as a more capable version of what’s already available on the market.
We also felt little confidence in the brakes; its 102-mph top speed heading into turn 1 could have risen to 110 mph or so with stronger binders. We did see 108 mph later, but our trepidation proved prescient as we overheated the brakes at that speed, causing the ZDX to go into limp mode. The 275/40R22 Michelin Primacy All Season tires held up better than some other summer tires on competitive EVs, though they couldn’t match those tires for grip.
Of course, the track character holds little value for ZDX buyers, as vanishingly few, if any, will take it on a track. On the road, it’s comfortable and powerful. However, we see little reason Acura can charge more for the ZDX than Cadillac charges for the related Lyriq, and both Feder and Padgett said they’d take the Lyriq’s conventional springs and coils versus Acura’s air suspension. Padgett also said that he’s always associated Acura with a more capable version of what’s out there otherwise, but to him, “this Acura’s a clear product stopgap, one with an un-Acura-like flying carpet ride.”
2025 Mercedes-Benz G 580 with EQ Technology
2025 Mercedes-Benz G 580 with EQ Technology
2025 Mercedes-Benz G 580 with EQ Technology
Mercedes-Benz AMG G 580 with EQ Technology
You don’t ask an offensive lineman to perform “Swan Lake.” You don’t compete with a semi tractor in an autocross. And you don’t take an electric G-Class on a racetrack, but that’s exactly what we did. Predictably, the AMG G 580 with EQ Technology proved itself a flop machine that needs to be wrangled through each corner, where we experienced copious body lean even in Sport mode. Its Falken Azenis FR520 275/50R20 tires had little grip, and it was the slowest vehicle in the carousel apex. Initially, we were only comfortable with taking this turn at 65 mph, but when we figured out a way to better straight-line the apex we got it up to 72 mph. Senior Editor Robert Duffer called it a Weeble, but noted that it had “enough squish in the carousel to take a set.” Halvorson agreed, saying “placing a heavy battery pack low in this tall, boxy vehicle has a stabilizing effect.” Feder got a little more technical: “The 4-motor powertrain asserts instant control of each wheel, whether it’s going around turn 6 on AMP or climbing a slick-rock formation off-road.” That gives this beast amazing off-road capability and a surprising ability to not embarrass itself on the track.
With 6,746 pounds to motivate, the G 580 was also the slowest vehicle on the straight at 98 mph. That wasn’t due to a lack of power, though, as the G 580’s quad motors spin up 579 hp and 859 lb-ft of torque. Instead, it was because we were uncomfortable transferring all that weight in turn 16 leading into the front straight or trusting the brakes to slow down such a tall, heavy beast.
A track was not the venue for this beast, as it’s built as a rather charming off-roader. Padgett called it a “meme-worthy extremist, one with a great sense of self-deprecating humor,” noting that with the push of a button to activate its G Turn feature, it can spin in place.
The electric G 580 starts at a staggering $162,650, and our tester had $28,000 in options, all of which were either aesthetic or comfort features. At that price, you have to appreciate the electric G 580’s party tricks as well as its luxury bona fides, but you don’t have to call it a Best Car To Buy winner.
2025 Rivian R1S
2025 Rivian R1S
2025 Rivian R1S
Rivian R1S Tri-Max Ascend
The revised Rivian R1S doesn’t sit as low as the ZDX, but it had the most capable handling of the big SUVs on the track. That’s due to its advanced suspension that combines an air suspension with linked-hydraulic dampers developed by McLaren. Together they do an amazing job of counteracting body lean. Feder called it magic, and noted he was able to push it to 76 mph in the carousel apex despite a rather non-sticky set of Pirelli Scorpion MS HL275/50R22 tires. Among the SUVs, the R1S was the most stable in corners as it maintained a consistent line throttle on or throttle off. “Rivian didn’t build this off-road SUV for the track, yet it’s composed and doesn’t fall apart. It doesn’t feel top heavy. The entire thing takes a line and just plants itself,” Feder explained.
With its tri-motor powertrain, the R1S was easily the most powerful of all our contenders. Its trio of motors spins out 850 hp and 1,103 lb-ft of torque, which unlocks a 3.0-second 0-60 mph time. Any time we got hard on the throttle, the R1S responded with an immediate rush of power, and the multiple motors aided handling. “With the two rear motors controlling torque at either rear wheel, you can come out of it with excellent grip,” Duffer noted. The big 6,846-pound SUV hit 110 mph on the front straight. However, it had the worst brake feel, with a spongy pedal, an inconsistent bite point, and long pedal travel. The brakes improved a bit once we drained the battery as that allowed the R1S to incorporate more regenerative braking. Had we been more confident in the brakes, the R1S may have hit 120 mph, but as Duffer said, “you can only go as fast as you can brake.”
Overall, the R1S is an amazing achievement in performance for such a big, heavy vehicle with lots of off-road capability. However, it could improve with better brakes, and perhaps a different brake tune with a full battery. We’re fans, so much so that at least two of us have thought about buying one. “Would I prefer the Hyundai or Porsche to drive out here (on the track)? All the time. Would I spec the R1S for my own lifetime daily driver? I mean, I already have, a few times,” said Padgett.
2024 Mercedes-Benz AMG CLE 53
2024 Mercedes-Benz AMG CLE 53
2024 Mercedes-Benz AMG CLE 53
Mercedes-Benz AMG CLE 53 4Matic
Our lone gas contender had the advantage of weight. That’s not to say at 4,420 pounds the AMG CLE 53 4Matic is light, but at 400-2,300 pounds lighter than the others it was able to build relatively more speed in the front straight given its power output. It was also the least powerful entry, as its twin-turbocharged 3.0-liter inline-6 makes “just” 443 hp and 413 lb-ft, the latter of which can rise to 443 lb-ft in 10-second overboost bursts. Still, we were able to push it to 115 mph on the front straight, aided by the ability to carry more speed into turn 16 and more confidence when braking into turn 1. There’s more room for power, as Feder called it “quick enough, not fast.” We all agreed that the CLE 53 made the best sounds, with a strong burble at idle and a roar under acceleration, but when the competition is all synthetic, that’s not saying much.
It also carried 81 mph through the carousel apex. While that wasn’t the fastest of the day, it was impressive given the soft tune of the CLE 53’s suspension. “The extremely soft suspension setup leaves far too much room for a steel-suspension CLE 63 to come,” observed Padgett. “This one’s in WRX territory: softened up so the actual buyers will love it more than the trackhounds who flog it mercilessly, out of context, on a track like this one.” Halvorson agreed, saying the car was “altogether let down by suspension and chassis controls that allow this coupe to feel wobbly in the corners.”
The CLE 53 had other dynamic advantages, including strong grip from the Michelin Pilot Sport S 5 tires, great brakes, and nicely weighted, precise steering.
Add those strengths to a car with more power and a sharper tune, and you’d have a really strong contender. That’s likely coming in the form of a CLE 63. “The soft suspension and lack of fire and fury just made me want a CLE 63 that hasn’t been introduced yet,” opined Feder.
2024 Porsche Macan Electric Turbo
2024 Porsche Macan Electric Turbo
2024 Porsche Macan EV
Porsche Macan Turbo Electric
Porsche is gonna Porsche. If the German luxury brand develops it, you can bet it’s going to be sporty. Porsche already made a high-performance EV in the form of the Taycan hatchback and wagon, and now it’s the crossover SUV’s turn. Despite its change from gas to electric power, the new Macan Electric feels like a next-generation Macan. “Only Porsche could be so consistent in road feel with this car to the gas Macan, so much so it blurs the line for anyone undecided between the duo,” observed Padgett.
The Macan Electric Turbo model is the top of the lineup. It features a motor on each axle that combine to create all-wheel drive and a standard 576 hp and 811 lb-ft that jumps to 630 hp and 833 lb-ft with an overboost mode that’s available for 10-second spurts. They’re fed by a 95-kwh battery that provides 288 miles of range. It also comes standard with air springs, adaptive dampers, an electronically controlled locking rear differential, and larger front brakes (14.8-inch rotors with 6-piston calipers). Our tester also had the optional rear-wheel steering and 255/40R22 front and 295/35R22 rear Pirelli P Zero Corsa summer performance tires.
On the track, the Macan Electric played the hero. Sharp steering, controlled body motions, strong brakes, and prodigious power had us all singing its praises. “It was precise and surgical as it carved through the AMP circuit. Kicking the rear end out and sliding through turn 6 wasn’t an issue,” said Feder. Indeed, after watching Feder drift the Macan through turn 6, I asked if he thought he was Vaughn Gittin Jr.
Halvorson said it helped him drive better. “On the track, the Porsche Macan Electric is down to business and uncluttered, and a confidence-inspiring, willing partner to help me get the fastest lap,” he said. Duffer agreed: “Each lap gave me more confidence to push it, and each time behind the wheel on the street or the track felt like a treat.” The numbers bore out our impressions: 84 mph in the carousel apex and a top speed of 121 mph, both highs for the day.
We did encounter a couple of dynamic niggles. At 5,393 pounds with much of that weight set low, I felt a quick weight shift with each turn of the wheel before the chassis took a set. Padgett said he felt a slight disconnect between ride control and steering heft, which he attributed to softened turn-in steering weight on Porsche SUVs with rear-axle steering. And we chunked the tires. “This thing peeled layers off its rubber like slices of deli meat,” quipped Padgett. The Pirellis also separated on the Ioniq 5 N, so it may be the tires more than the excess curb weight of EVs.
In our final voting it was a close race between the Macan Turbo Electric and the Ioniq 5 N, but the Macan’s $107,295 starting price and the $130,760 sticker price of our tester meant it just didn’t present the value of the Hyundai. Still, it’s a great vehicle that we would all love to have in our garages.
2025 Hyundai Ioniq 5 N
2025 Hyundai Ioniq 5 N
2025 Hyundai Ioniq 5 N
Hyundai Ioniq 5 N
For the enthusiast, sporty EVs face two major issues versus their gas counterparts, weight and driver engagement. They make few natural sounds, have no need for shifts (manual or automatic), and they tend to add about 1,000 pounds of unwelcome weight. While the Ioniq 5 N weighs in at a rather portly 4,861 pounds, that made it the lightest EV in our competition, and Hyundai bakes in a lot of fakery to both simulate engagement and boost performance.
It works, and adept chassis tuning and a big dose of power don’t hurt either. The Ioniq 5 N has front and rear motors to spin up 601 hp (641 hp with overboost) and 545 lb-ft. An N Grin Shift mode simulates eight gears with quick power cuts during the “shifts,” and it makes the electric powertrain act like a gas one. However, Feder noted that it also makes the car slower around a track because of the cuts and the power building as the fake revs build. No worries. You can turn it off and get the full electric experience, which is capable of pushing this car from 0-60 mph in just 3.3 seconds.
Every track session can be a different experience, but they’ll all be entertaining. “The dynamics can be programmed six ways to Sunday for the driver’s liking, and various setups can be saved to two different buttons on the steering wheel. This is straight BMW M-level stuff,” noted Feder. Drivers can choose various settings for the steering, motors, stability control, suspension, limited-slip differential, and sound.
The Ioniq 5 N wasn’t quite the fastest around the track, as we hit 82 mph in the carousel apex and 117 mph on the front straight. However, it was the most fun. “It was the Ioniq 5 N that gave me the most seat-of-the-pants thrills, with its open invitation to drift and rotate,” enthused Halvorson. Duffer called it a “playful bunny, hopping around all happy and eager, then getting sly and serious with danger approaching,” while Padgett said, “the Ioniq 5 N zings, flings, and sings (or doesn’t) along with your every whim.”
We were split on the fake sounds. I found them delightful, and Halvorson said, “the gasoline-tuner-car sounds were so cartoonishly overdone that I couldn’t help but grin.” However, Padgett called their mock sports car roar the equivalent of pec implants.
While the 5 N had strong brakes, quick steering, and gut-dropping power, we did find two dynamic flaws. In the dampers’ Sport and Sport+ settings, the hatchback exhibited some bounding motions heading down the hill into turns 9 and 10 when more weight was over its nose and the rear end lightened up. And, like they did on the Macan Electric, the Pirellis started to fray late in the day.
The fun we had behind the wheel and the idea of an approachable EV track car (at $67,685) put the Ioniq 5 N over the top as our winner. Halvorson summed it up: “The Ioniq 5 N truly opens the idea of a fully electric track day to a new generation and a much wider go-fast crowd.”
