The traditional Ioniq 5 shares its name and part of its aesthetics with the Hyundai Ioniq 5 N, but the truth is that the Hyundai Ioniq 5 N, the first electric vehicle from the brand’s sports division, is an entirely different car. A great electric hot hatch, if you will, which showcases fantastic work on its setup and electronics, proving that electric cars can indeed be exciting and fun. And it even has a transmission.
Our test drive in Varano de’ Melegari (Parma, Italy), both on the track and on the road, demonstrated this, revealing all the facets of Hyundai’s most powerful electric vehicle and how the Korean company managed to “make an elephant dance,” borrowing the words of Albert Biermann about the car’s significant weight.
Hyundai Ioniq 5 N: our tops and flops
The Hyundai Ioniq 5 N is something simply unique. It offers a different experience that must be tried; it’s hard to describe and difficult to understand unless you get hands-on with it. Certainly a niche product, it’s the most powerful on the E-GMP platform with its base 609 HP, which rises to 650 HP with the peak power provided by N Grid Boost, and up to 770 Nm of maximum torque. A heavy car, but also the first sports car with a relatively soft suspension that allows for tackling more obstacles and rougher roads, thanks to the McPherson-Multilink configuration. The track experience is amazing, thanks to a slew of electronic functions that allow for everything, including drifting. The best feature is N e-Shift, the perfect DCT simulator, which can even be manual and simulate torque gaps or rev up if there’s a gradient, along with replicating the internal combustion engine. This translates to an optimal experience on the road as well, where performance combines with the typical space of this vehicle and a good range of 448 km on the WLTP cycle provided by the 84 kWh battery.
What we like:
- N functions for an optimal experience
- Sporty and dynamic setup
- Bold and fun acceleration
What we don’t like:
- The ADAS systems are annoying
- … Nothing else!
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Hyundai Ioniq 5 N: what a design!
The starting point for this electric sports car was already good: the Ioniq 5 has always impressed with its retro-futuristic design, inspired by the 1970s Pony. The Ioniq 5 N, however, makes it more aggressive and even more personal, which has been a talking point since its first appearance at the 2023 Goodwood Festival.
The car has grown in length and width but is shorter in height: it is 4.715 meters long, 2.1 meters wide, and 1.5 meters high, with a wheelbase of 3 meters, making it a sporty car with a lot of interior space. The weight is 2,235 kg, due to the battery and significant electronic components, as well as its dimensions.
The entire structure has been completely revised: Hyundai Motorsport reinforced the floor, body, and all the suspension mounts, adding 42 welding points. The battery and motor mounts were also reinforced, and the steering column was completely redesigned and strengthened to make it more sensitive and communicative.
The Ioniq 5 N features a specific dark, contrasting sports bumper with larger air intakes for cooling, necessary even though the vehicle is fully electric. At the rear, there’s a dedicated diffuser and an enlarged spoiler that integrates the third triangular brake light, while on the sides, there are additional air intakes to optimize aerodynamics and 21″ forged wheels on Pirelli P-Zero 275/35R21 tires.
These wheels have a spectacular design, with red N brake calipers visible behind them. Numerous typical N details are present, such as red accents along the lower part of the car and the N logo on the wheels and front and rear bumpers.
The debut color is the classic N blue, typical of all N vehicles. On the road, we tested it in black, but in my opinion, it stands out best in matte white, allowing all the details to be appreciated.
New Interiors
The interiors have also been completely changed. The Ioniq 5 N is the first electric vehicle with a dedicated N steering wheel, featuring three spokes and all the buttons within reach, including two N buttons that activate N-Race and N e-Shift modes, along with a button to choose other driving modes (Eco, Normal, and Sport) and the N Grin Boost button, which provides 10 seconds of maximum performance.
The entire console has been redesigned, no longer mobile as in the Ioniq 5 but fixed, with a non-slip base for the smartphone and padded knee support, making it much more comfortable. Practicality is still maintained, with a large tub that’s quite spacious (the trunk starts at 480 liters) and removable cup holders. The gear selector remains directly behind the steering wheel. There are also sports seats with integrated headrests that are comfortable, and in the back, there’s even a Shucko socket because the V2L technology for charging other devices is retained.
At the center, there’s a 12.3″ dual display with dedicated graphics. This is fortunately the latest version of the software, already seen on the Kona, but here with a dedicated N screen for setting all parameters, particularly those related to the track, and for deactivating others to better adjust the setup for more purely sporty applications of the vehicle.
Specific Tires
We mentioned the specific tires earlier, which Pirelli developed specifically for the Ioniq 5 N over about two years. These are P-Zero series tires, obviously marked and specific for the model, featuring two particular technologies. They are identifiable not only by the number on the sidewall but also by the HN designation, dedicated to Hyundai N models.
The Elect, specific for high-performance electric and plug-in hybrid cars, reduces roll, optimizes range, and minimizes wear from the strong accelerations typical of these cars; and PNCS, the Pirelli Noise Cancelling System, a special foam inside the tire lining that reduces noise by over 50%, noticeable both on the track and on the road.
The tires are also designed for drifting, as the Hyundai Ioniq 5 N has an N Drift optimizer mode for those who enjoy continuous counter-steering, combined with stability control (ESC) and the e-LSD differential for an optimal and safe experience.
The gearbox is genius
Quickly summarizing the numbers: 609 HP (650 HP with N Grin Boost) and 740 Nm of torque (770 at maximum capacity), it accelerates from 0 to 100 km/h in 3.4 seconds and completed the Nürburgring in 7 minutes and 45 seconds.
Having driven it both on the road and on the track, the road holding is particularly appreciated in both cases. The greater presence on the road ensures excellent grip, even when disabling various safety systems as required on the track, and it is also relatively easy to recover grip if lost.
The steering is very precise, pleasant to hold, and highly satisfying as it never misses a beat, while the car, despite its 2.2 tons, feels really agile. Of course, the weight is noticeable when braking, as it is a significant mass to slow down, requiring more effort, typical for track use.
To counter this physical “problem,” there’s one of the many N functions specially designed for the car, the N Pedal, which uses advanced algorithms, aggressive weight transfer techniques, and regenerative braking to optimize braking performance, making the car more controllable and precise when entering corners. It is combined with N Brake Regen, regenerative braking designed for the Ioniq 5 N, with a record deceleration value of 0.6 G, active up to 0.2 G even during ABS intervention.
However, what will surprise the most on the track is two other functions: N Active Sound+, which virtually reproduces a sound, including that of an ICE engine, the most realistic ever made. The system also recognizes road gradients, “revving up” or reacting accordingly as if there were an internal combustion engine under the hood. It is mainly reproduced internally through the Bose audio system speakers, but also externally with two speakers, one front and one rear. The other two are Evolution and Supersonic, more futuristic but less exciting.
Then there’s N e-Shift, simulating an 8-speed DCT gearbox in everything: torque gaps, engine braking that varies with gear, all the typical sensations of a manual transmission are faithfully reproduced and are fantastic. We can also change gears ourselves using the paddles behind the steering wheel, otherwise used for adjusting the regenerative braking intensity. The result is fantastic, making the experience much more immersive. Especially due to the precision of this vast and intricate simulator, expanding into myriad possibilities in the modern electric sports car world, and combined with the car’s dynamics, it’s really fun.
The N Race functions complete the performance aspect: Sprint Mode prioritizes immediate power and speed delivery (reaching up to 260 km/h), while Endurance favors range for extended sessions.
Driving on the road
It’s not bad on the road either. With this sports car, you can do things you might avoid with other cars. The higher setup and electronically controlled McPherson + Multilink suspension make everything much more comfortable and less rigid, allowing for bumps or potholes to be tackled without sacrificing comfort and support.
On the road, aside from some satisfaction with the N Grin Boost on straights, you’ll use the more typical modes, Sport for more enjoyable roads, and Normal for daily use or on highways. Additionally, the N Road Sense function uses the front camera to detect road signs, such as S-curves, and suggests activating more sporty modes. Also, off the track, the N Torque Distribution does its job, balancing torque delivery between the two axles and adapting to various driving styles, understanding if we’re more relaxed or more “agitated,” with a total of 11 levels.
This car has no problems with overtaking, acceleration, and understandably so. It offers smooth driving, and it’s nice that despite being sporty, it’s never too rigid and aims for comfort in terms of interior space as well. There’s also a large panoramic roof to enjoy the entire journey, and the Bose audio system isn’t just for reproducing the engine sound.
The range is also not bad, although this isn’t the Ioniq 5 that goes the farthest given its power: the battery is 84 kWh and promises 448 km on the WLTP cycle, which can be realistic using the Eco mode (useful only if you really need to save range). The plus is the 800-volt system typical of the car and the E-GMP platform, allowing a 10-80% charge in 18 minutes under optimal conditions.
The battery also has Preconditioning to optimize
various driving conditions, with Drag and Track modes bringing the temperature to 30-40 and 20-30°C, respectively, the former optimizing acceleration and the latter reducing the risk of overheating.
