Hyundai’s Ioniq 5 has been well-received by drivers around the world, but it’s not a car known for being fun-to-drive. Well, not until the brand’s high-performance N division turned it into the Ioniq 5 N, that is.
Proof of this has been the model’s numerous successes in motorsports. The Ioniq 5 N has found success at the Pikes Peak International Hill Climb, and been the subject of numerous videos featuring it being drifted or bombing down circuits. It has received countless praise from owners, media, and even my own peers.
But is it really that good? There’s only one way to find out – to drive it on a racetrack, because as the saying goes, “The proof is in the pudding.”
A MOTOGP CIRCUIT!
The track chosen by Hyundai Asia Pacific for us to drive the Ioniq 5 N on is the Pertamina Mandalika International Circuit. It’s an FIA Grade 2 Circuit that’s part of the annual MotoGP calendar, measuring 4.3km long and featuring a good mix of high- and mid-speed corners, to help ensure an engaging drive.
Now, for those unfamiliar with the car, the Ioniq 5 N is the first EV developed by N, located in Namyang, South Korea. The R&D centre features world-class engineers and facilities, and the cars are further refined on the legendary Nurburgring Nordschleife.
The most powerful variant of the Ioniq 5 kicks out 239kW (321bhp) and 605Nm of torque. With all-wheel-drive, it sprints from rest to 100km/h in 5.1 seconds and has a top speed of 185km/h.
An Ioniq 5 N, on the other hand, is a different beast altogether. It delivers 448kW (601bhp) and 740Nm of torque. There’s an N Grin Boost feature that temporarily boosts output to 478kW (641bhp) and 770Nm of torque for a maximum of 10 seconds. With these, the century sprint time drops to 3.4 seconds, while top speed rises to 260km/h.
ALL ABOUT PERFORMANCE
Power is key, but having copious amounts of it won’t necessarily make a car a joy to drive. Whether the car in question is an EV or an ICE model, turning it into a track-ready machine requires a lot of work.
From the outside, it’s easy to assume that a lot of the Ioniq 5 N’s modifications are merely aesthetic, but the N division has done a lot more than that. The chassis, for instance, has had additional adhesives and welding points to enhance its rigidity.
There’s an Electronic Limited Slip Differential to ensure steadfast power delivery while improving cornering performance. Working with this is the N Torque Distribution feature that lets the driver specify the torque split between the front and rear wheels. There are also high-performance brakes that offer excellent stopping power with great modulation.
A HOOT TO PILOT ON TRACK
All these upgrades from the Ioniq 5 make the Ioniq 5 N great fun to drive on the Mandalika circuit. You get power and acceleration to blitz the straights, yet the car turns in nicely with sufficient feedback to let you know that you’re in control.
Tweak the torque distribution to give it a rearward bias and the Ioniq 5 N comes alive mid-corner, serving up turning characteristics that are similar to rear-wheel-drive cars. The brakes remained dependable and highly effective, too.
As a track machine, the Ioniq 5 N’s only bugbear is its limited range. Despite having an 84kWh battery pack (7kWh larger compared to the most powerful Ioniq 5 mentioned earlier), the battery drain is considerable. You can’t do as many laps before you must stop to recharge the battery.
MATTERS OF THE HEART
I own a modified Mitsubishi Lancer that I thoroughly enjoy driving on track, and I also lean towards cars with engines for track days.
Having an internal combustion engine means there is noise, but more importantly, a sense of control and connection with the car. Most EVs lack these aspects as they tend to be quiet, smooth, and rather soulless.
Not the Ioniq 5 though, whose repertoire includes simulated engine noises and gearchanges. In theory, these fake sounds and shifts seem like a cheesy idea. But the aural feedback and the accompanying “gearshift” jerks, plus the varying torque output on each simulated gear, trick your body into thinking it’s all real.
This was even more apparent when N Launch Control mode was activated, which put a hold on the simulated gearchanges.
I have always feared the day when internal combustion engines go extinct, for I will no longer be able to enjoy all those great sensations behind the wheel. However, the Ioniq 5 N has shown that when done right, an EV can still be fun and engaging to drive.
There’s no substitute for the mechanical feedback and noises that an actual engine makes, but the Ioniq 5 N gave a driving experience that comes close enough. This surely makes the future seem a little more hopeful for car enthusiasts like you and me.
A version of this story was first published on Sgcarmart.
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