CAR Magazine UK drives the 641bhp, 162mph Hyundai Ioniq 5 N: road test, video, driving impressions, pics, price and specs
The Hyundai Ioniq 5 N is the next chapter in a book of surprises that stretches all the way back to the introduction of the. Hyundai’s N division has fought hard to establish itself in the hot hatchback market, squaring up against time-served rivals such as thealternative. That’s a huge gamble for the firm, because it’s risking alienating its loyal enthusiast fanbase to save the planet.
You’ve probably noticed the styling changes, too. The massive rear diffuser and sticky-out chin spoiler make the N 80mm longer than a regular Ioniq 5. It’s also 20mm lower and 50mm wider to make space for some girthier tyres . Hyundai’s N e-Shift function is worth a special mention. This turns the paddles behind the wheel – usually used to adjust regen settings on EVs – into ‘gearshift’ paddles that rattle through a simulated eight-speed DCT transmission. Hyundai even wired in a simulated rev limiter that the car will crash into should you leave the upshift too late. Amusingly, it’s been set at 6700 rpm on the digital dashboard but could, of course, have been placed at any number.
Speaking of drift modes, the Ioniq 5 N has its own. Labelled N Drift Optimiser, it does exactly what it says on the tin and primes the car for optimum sideways action. It’s even got a built-in clutch-kick that, when you pull back both steering wheel paddles, suspends the power and then re-engages it with a thump when you release. Nice idea, but it requires the driver to have hands at nine and three in order to activate – not ideal when you’re about to apply armfuls of corrective lock .
In short – yes. And it does it mind-blowingly well. After just half an hour of driving, I was convinced that this was the most fun I’d ever had behind the wheel of an EV. After a further two days behind the wheel, nothing had changed my mind.
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