Tyrol-Salzburg-Vienna – Fun is the top priority for Hyundai N models. With the Ioniq 5 N, the South Korean carmaker has applied this concept for the first time in an electric vehicle. Numerous N features contribute to the EV’s extremely sporty performance. In addition, the born-to-race car offers a unique driving experience …
With its aggressive racing look, the Hyundai Ioniq 5 N stands out visually from the standard model. The bumper is eye-catching with its mesh grille and a striking, orange-striped spoiler lip. The stripe also runs along the sides and across the entire rear bumper. Additional air intakes and active air flaps also enhance performance. At the rear, the special rear spoiler and diffuser help improve aerodynamics. The sporty appearance of the Hyundai Ioniq 5 N is emphasised by its modified proportions. It is 20 millimetres flatter and 50 millimetres wider to accommodate the 275/35 R21 tires. Forged aluminium rims round off the athletic exterior of the high-performance sports car.
The Ioniq 5 N that I tested was made available by Hyundai Austria in Performance Blue Matt colour. Since I already tested the standard model at an earlier date (click here for review), I’m going to mainly discuss the features that are specific to the N model.
A UNIQUE ELECTRIC DRIVE IN THE IONIQ 5 N
When starting up, the Hyundai Ioniq 5 N initially behaves like a normal electric car. But after pressing the right N button on the steering wheel, N mode is activated and the conventional display is transformed into a racing cockpit. Engine temperatures, G-forces and performance settings are displayed next to the central speedometer. If you have already activated the ‘Ignition’ sound in ‘N Active Sound+’, you will hear a very convincing combustion engine sound, which adapts to the respective position of the accelerator pedal and the driving context.
If you go one step further and activate the ‘e-Shift’ N function, the sports car simulates the 8-speed dual clutch transmission of a combustion engine. Briefly pressing the two shift paddles switches from automatic mode to manual shift mode and then shifts up and down using the shift paddles. The artificially generated engine and exhaust sound comes very close to that of a real, sporty combustion engine. In addition to the engine sound, the manufacturer has simulated the sounds of backfiring, bubbling exhaust, and banging when shifting gears upwards – all of which were done deceptively realistically. They even went so far as to make the needle on the tachometer vibrate slightly at idle speed – a unique experience that I have never experienced before in an electric car (see video below).
HIGH END PERFORMANCE IN A COMPACT SUV
The Hyundai Ioniq 5 N has all-wheel drive with a permanent magnet synchronous motor on both the front and rear axles. The total output of 448 kW (609 hp) can be briefly increased to 478 kW (650 hp) using N Grin Boost (NGB). The torque is 740 or 770 Nm with NGB. Acceleration is correspondingly brutal – 100 km/h (62 mph) is reached from a standstill in 3.5 seconds (3.4 with NGB). The top speed of the 2.3-tonne vehicle is 260 km/h (162 mph). The combination with the N sports suspension, in which the adaptive shock absorbers provide for outstanding driving stability, makes the Hyundai Ioniq 5 N a driving machine par excellence. Despite getting a taste of some spirited cornering on the road, I could only realise a sliver of this high-performance sports car’s potential.
To ensure that the battery with a net capacity of 84 kWh can deliver full power even under the most extreme conditions, the Ioniq 5 N has a sophisticated thermal management system. The enlarged cooling surface, the more powerful engine oil cooler and a separate battery cooler are responsible for managing the vehicle’s temperature. To help the electric vehicle decelerate efficiently on the racetrack, the braking force generated by recuperation has been increased. This amounts to an impressive maximum of 0.6 g in the N – 0.2 g when ABS is activated. If this deceleration is not sufficient, a powerful mechanical braking system is also used – with lightweight 400 mm discs at the front and 360 mm discs at the rear as well as four-piston monobloc brake callipers.
The Hyundai Ioniq 5 N has numerous other performance-enhancing functions. For example, the torque can be variably distributed between the front and rear axles in eleven stages. The electronic limited slip differential adjusts the power transmission to the rear wheels depending on the driving conditions and contributes to improved handling at high speeds as well as wheel slip compensation. In addition, there are numerous other functions that increase performance on the racetrack in particular.
SPORTY INTERIOR IN N TRIM
The centre of a sports car is the driver’s workplace, which in the Hyundai Ioniq 5 N is fully trimmed for racing. The 20 millimetre lower positioned, manually adjustable N bucket seats with reinforced leather Alcantara upholstery gave excellent lateral support and were also surprisingly comfortable, even on longer journeys. The illuminated N logo in the integrated headrests brandishes the interior’s sporty aesthetic.
The N logo symbolises a chicane on the racetrack and is omnipresent in the interior. It is also on the grippy sports steering wheel, where I immediately noticed the two coloured buttons that can be used to select one of the three driving modes and activate the N Grin Boost for 10 seconds of maximum power. Add to this the two 12.3-inch screens with their display in the N layout and I felt like a true race car driver. The centre console specially developed for the N model is a racer’s best friend. Its knee support and increased rigidity enables safe and comfortable sporty driving. Additionally, a smartphone can be charged inductively in it. There are also several power connections.
Design is handled very deliberately, even down to the cup holders, which can be extended at the touch of a button. When not in use, the entire surface is available for storage. The sliding centre armrest is designed in such a way that it does not restrict movement during sporty driving, but still offers a degree of comfort. As for the ambient lighting, the colour and brightness can be adjusted so that it feels harmonious. Narrow stripes with a chequered flag motif give the door panels a sporty touch.
A FUN CAR – AT THE EXPENSE OF RANGE
From picking up the test vehicle in Salzburg, my journey took me straight to Vienna. In city traffic at an outside temperature of around six degrees, I consumed an average of 22 kWh/100 km. At motorway speed limits, the Hyundai Ioniq 5 N consumed an average of 29 kWh/100 km on the journey from Salzburg to Vienna and back. This is a high figure, even when considering the low temperatures, and it only allows a range of 290 kilometres (180 miles) despite the large 84 kW battery. That means that, after charging to 80 percent SoC, just 230 kilometres (143 miles) are in the range. Salzburg to Vienna is, therefore, definitely not possible without refuelling. On country roads, the sports car was a bit more frugal. On my daily journeys in the Kitzbühel and Kufstein districts, the consumption was 24 kWh/100 km with a ‘normal’ driving style. This is still a little high, but if you fully charge the battery overnight at home on the wallbox, you get a range of 350 kilometres (217 miles), which is perfectly capable for everyday use.
ULTRA-FAST CHARGING WITH 800 V TECHNOLOGY
The high charging speed matches the exceptional performance of the Hyundai Ioniq 5 N perfectly. Thanks to the 800 V technology, I was able to charge from 12 to 80 percent SoC in just 19:32 minutes at the 350 kW Angath Nord charging station. The maximum charging power was a high 262 kW, with an average of 191 kWh per hour flowing into the battery. From 36 to 52 percent SoC, the charging power was over 250 kW. During previous charging stops at Smatrics EnBW (300 kW) at Verteilerkreis Favoriten in Vienna and Shell Recharge (360 kW) in Strengberg, the maximum charging power was 208 kW. This was probably due to the fact that the battery had not yet been fully preconditioned in both cases. In Strengberg, however, this only had a slight effect on the charging time. With an average charging power of 182 kW, I was able to charge from 9 to 80 percent SoC in 21:07 minutes. It took another 30:08 minutes to reach 100 percent.
With AC charging, the Hyundai Ioniq 5 N achieves a maximum charging power of 11 kW. Not ideal for travelling, but definitely adequate at home on the wallbox. At a 22 kW charging station operated by TIWAG in St. Jakob in Haus in Pillerseetal valley, I was able to charge from 18 to 53 percent SoC in three hours with a maximum charging power of 9.8 kW. According to the display, the battery would then have needed another four hours to charge to 100 percent SoC.
ARMIN ELECTRIC CONCLUSIO
The Hyundai Ioniq 5 N is a high-performance sports car that provides plenty of excitement with its exceptional performance. It has unique features that no other electric car currently offers. That said, its full potential can only be realised on the racetrack. The price you have to pay for the impressive driving performance is in its high consumption, which severely limits the car’s suitability for long journeys in particular.
Anyone who regularly drives longer distances should opt for the standard model. As I showed in my previous test, the performance of the ‘normal’ Ioniq 5 on public roads is more than adequate and fuel consumption is significantly lower. However, the Hyundai Ioniq 5 N is the right choice for anyone who wants to drive a special, high-end sports car in both performance and looks – as long as they are not regularly travelling long distances.
In Austria, the Hyundai Ioniq 5 N starts at €76,990 (£65,000 in the UK, $67,575 in the US) before deduction of the e-mobility credit. The test vehicle with matt colour, N Performance seats and a panoramic roof is priced at €81,370.
5 December 2024 | Text and photos: Armin Hoyer – arminelectric.com
Translation from German to English: Ethan Shenhar
