Test drive | Hyundai Ioniq 5 N: electrifying the senses

How to make the electric car attractive? The questioning, which goes beyond the notion of environmental responsibility motivating its purchase, or even the financial argument of the liter of gasoline at skyrocketing prices, has persisted for years. Certainly, it is not easy to deprogram nearly a century of marketing focused on the emotionality of thermal mechanics, but Hyundai believes it has part of the solution in hand with its all-new Ioniq 5 N.

Its design

Here is the third model from the brand to receive the full N treatment, after the convincing Veloster and Elantra. N for Namyang, the city in South Korea where the research and development department is located, and Nürburgring, the legendary German track where the creations are tested. In the case of the Ioniq 5, the visual approach does not deviate from those compacts that preceded it with the combination of a trapezoidal front bumper and a red line which accentuates the relief of the front spoiler and side skirts , in addition to the rear diffuser. It's less garish than you might think, especially if you opt for a dark body color. This N livery obviously relies on the well-balanced and angular design of the Ioniq 5 which makes us forget its 4.7 m length – 12 cm more than a Toyota RAV4.

On board

Despite its stylistic posture which is largely inspired by a compact hatchback that could have been designed by Giorgetto Giugiaro, this crossover is rather imposing. Its 3 m wheelbase makes the passenger compartment very roomy. Legroom, both front and rear, is exceptional for this type of vehicle. Same thing for the head, which benefits from the absence of a sunroof and a high roofline. This N variant receives some modifications to support its sporty positioning. The seats are more enveloping, but do not offer electronic adjustments, and their base and backrest are short. Note also that it benefits from the rearrangement of the dashboard for 2025 which links the instrumentation screens and the multimedia system. The center console has also been redesigned to prevent your phone from flying away during dynamic driving.

Under the hood

Because, you see, this Ioniq 5 N is dynamic, very dynamic. Its rear engine alone produces barely four horsepower less than the six-cylinder engine of a Toyota Supra (378 hp), while the front engine exceeds the cavalry of a Honda Civic Si (223 hp) by 23 horsepower. We obtain 601 hp in total, a count which can temporarily increase to 641 hp. Certainly, the raw power is staggering, especially when you activate the rolling start assistance which can be configured according to the grip of the surface. But it’s especially the semi-automatic mode that steals the show. Engineers have successfully married the behavior of a dual-clutch transmission to an electric vehicle. The power increases gradually according to the rev counter (simulated), we feel jerks similar to the gear changes. Even the chassis works like a thermal vehicle in such circumstances. It's stunning and above all very entertaining.

Behind the wheel

This semi-automatic mode also allows you to pace your favorite series of turns. Thus, upon entry, downshifting allows the masses to be well distributed in concert with the braking pedal, which offers a well-adjusted variable regenerative mode. In terms of pure behavior, this Ioniq 5 masks its 2.2 tonnes in a convincing manner both with its adaptive shock absorbers and its all-wheel drive – equipped with 11 modes (!) – which gives the impression of reducing the size of the object by means of an electronic rear differential. The lively steering with a sports car ratio (12.7:1) also plays an important role in this impression of immediacy. The crossover can also be made comfortable by releasing its shock absorbers, but the width of the boots (275 mm) forces us to be alert on deep ruts.

Embedded technologies

Like many modern electric vehicles, Hyundai places great emphasis on technology to enhance the experience. Thus, you have to rely on the very complex menu N of the multimedia system to provide the multiple settings required to configure the driving experience. The simulated sound, the braking behavior, the redistribution of torque depending on the surface, the damping… it's all there. Fortunately, you can compose two sets of settings that you select using two buttons placed on the steering wheel, BMW style. Moreover, the manufacturer's last vintage system remains intuitive and the mooring to Apple CarPlay is done without any hassle, even wirelessly. Standard active safety features complete the picture, at no extra cost.

Verdict

So, has the bet paid off? Yes, without a shadow of a doubt. This Ioniq 5 N distills the pleasure of driving with rare eloquence for an electric vehicle. The secret spice that has earned the Elantra N many accolades is indeed aromatic, a feat given the relative youth of this chassis having to deal with a battery that alone weighs 486 kg. But, as nothing is perfect, the electric motors expose their gluttony in a range estimated at 356 km, but which can be close to 400 km if you spare your efforts. The interior is also made of hard plastics of questionable quality compared to the $80,000 asking price. But, all things considered, it's a colossal task that Hyundai has managed to accomplish, that of giving driving enthusiasts hope for the future.