2025 Hyundai Ioniq 5 N brings enjoyable to electrical age

The holdouts clutching their pearls scared the automotive future is boring is a bunch of mishegas. 

I do know this as a result of I screamed round Laguna Seca final week within the 2025 Hyundai Ioniq 5 N, shifting through paddles and hitting the rev limiter.

Because the 2025 Hyundai Ioniq 5 N rolls into dealerships for $67,475, together with a $1,375 vacation spot cost, customers are going to seek out an electrical sports activities automobile not like some other EV on sale right now. 

That is the way you construct a bridge into the longer term for skeptics and fans alike. Fortunately, you may disable the bridge for these moments the silliness isn’t appreciated.

Hyundai Ioniq 5 N shifts, snaps, crackles, and pops

We’d have three classes the Hyundai group stated as we walked to the vehicles “idling” (as a result of they have been turned on) within the pits at Laguna Seca. The primary session we might run in N mode with e-Shift set to “computerized.” Hyundai stated the powertrain’s e-Shift software program had been programmed to really feel like a gas-powered automobile with an 8-speed dual-clutch computerized transmission. This programming consists of simulated shifting, proper all the way down to the torque curves. It additionally delivers the jolts to your physique with the interruptions in energy move.

Pulling onto the monitor, the Ioniq 5 N’s powertrain growled by means of the audio system, doing a stunning impression of what I might hear in an Elantra N. The snaps, crackles, and pops are all right here because the powertrain digitally revved and constructed energy with a max output of 85 decibels. For reference, an Elantra N at full tilt checks in at 100 decibels. All of it sounded convincingly pure. That’s as a result of it’s been programmed to make use of audio system positioned underneath the hood, beneath the automobile on the rear passenger facet, and contained in the cabin. The sound programming makes use of all of the audio system and locations the proper tones in the correct locations inside and outdoors the car. The “exhaust” be aware comes from the again of the car each inside and outside, the “engine” noise comes from beneath the hood and the entrance of the car, and the varied different noises come from across the cabin. All of it sounds fairly pure within the Ignition mode. The Evolution setting sounds futuristic with a better pitch that ditches the snap, crack, and pops and replaces them with extra of a jet wind-up noise. Then there’s the Supersonic soundtrack that straight sounds such as you’re headed into warp velocity in a Begin Trek earlier than it unleashes a large “increase” by means of audio system when the automobile shifts at redline. I couldn’t assist however giggle on the silliness of the increase noise, which I may truly really feel from the woofers.

A left into flip 2, often called the Andretti Hairpin, the automobile executed a tough downshift that my complete physique felt because the digital revs climbed and energy constructed as it might if a fuel engine have been underneath the hood. Wild. Squeezing the accelerator pedal as I crossed the nook’s apex despatched energy to all 4 wheels whereas pushing and pulling the automobile across the nook. “Shockingly impartial,” I blurted out loud to nobody as I began laughing. 

Hyundai stated each piece of the Ioniq 5 N’s suspension has been modified from the usual automobile, together with however not restricted to, stiffer parts and bigger adaptive dampers at every nook which have a wider vary of adjustability. All the construction’s been strengthened because of 42 extra weld factors and an additional 6.9 ft of structural adhesives. The result’s an 11% enhance in stiffness.

Linking the subsequent 9 corners collectively, together with the notorious corkscrew, confirmed my preliminary impression that the dealing with is impartial. The burden can also be nicely balanced and it sits low because of the 88.4-kwh battery pack situated beneath the cabin. The automobile rotates with ease. As I got here round flip 11 I hit the brakes and swung the rear finish out. The automobile didn’t lose composure and because the rear finish kicked to the correct and I countersteered and squeezed the throttle, the automobile rapidly corrected the slide and shot ahead. 

Shifts got here quick and livid because the powertrain banged by means of its digital first, second, and third gears with energy constructing progressively and rapidly, by means of every. Heading down the entrance straight the overgrown hatchback hit 112 mph as I crested the hill at flip 1. The automobile lifted, maybe even absolutely off the bottom, the suspension dropped, and the steering went gentle. The automobile got here all the way down to earth and for the primary time I used to be keenly conscious of the automobile’s 4,861-pound curb weight. That’s 813 kilos greater than a Tesla Mannequin 3 Efficiency and 1,565 kilos greater than an Elantra N.

In Flip 2, the Andretti Hairpin, I took the racing line, and I may really feel the electronically managed limited-slip rear differential shift energy facet to facet to rotate the automobile by means of the nook. Seemingly nothing actually upset this factor. Time to fiddle.

As I approached the corkscrew, I purposely went off the racing line, which put me too far inside for flip 8A instantly after. The Ioniq 5 N didn’t care that I ran over the within curb as I practically pushed to the runoff heading towards flip 9. The entrance Pirelli P Zero Elect tires, which Hyundai labored with Pirelli for extra two years to develop for this automobile, gripped the pavement and flung me ahead because the rear sorted itself out.

 Not fairly as sideways as I used to be in flip 11 the primary tiome, however nonetheless tail out popping out of flip 11, I blasted down the entrance straight hitting 121 mph because the automobile crested the highest of flip 1. The whole lot went gentle once more and once I got here again down I instantly hit the brakes laborious. The entrance dove and the rear finish wiggled, however then figured itself out with out ever feeling unstable. The automobile has as much as 1.6 g of brake drive, with as much as 0.6 g of regen baked into that. The drive comes from 4-piston monobloc calipers clamping 15.7-inch rotors up entrance and single-piston models grabbing 14.2-inch rotors within the again. That’s extra regen functionality than a Rimac Nevera or Porsche Taycan Turbo, which every goes as much as 0.4 g. I couldn’t inform the place the friction brakes began and the regen stopped. All of it felt pure each on the monitor and road, and surprisingly the brakes by no means smoked throughout our monitor use. 

Hyundai Ioniq 5 N might be manually shifted

The Hyundai crew instructed me the subsequent lap session we have been going to make use of the wheel-mounted shift paddles utilizing the e-Shift characteristic’s guide mode. As I pulled onto the monitor, the gauge cluster confirmed inexperienced, then orange, after which rapidly crimson bands across the tachometer indicating I wanted to shift as if I have been in a BMW M automobile. Instantly the automobile lurched and hit an influence wall as a result of I had maxed out first gear. Issues transfer rapidly with a 0-60 mph time of three.25 seconds. Clicking the correct paddle immediately shifted to second gear and the automobile surged ahead. I shifted to 3rd, after which two clicks of the left paddle again all the way down to first coming into Andretti nook. This appeared pointless. 

On the primary of 4 laps, I quickly realized the automobile was slower across the monitor with the guide shifts than it was in full auto mode. I by no means ran the monitor with out the e-Shift engaged, guide or auto, so I can’t remark how the automobile feels on the monitor with out it.

 On twisty again roads of Carmel Valley the paddle shifters and pure energy bands added to the driving expertise. Nevertheless it felt bizarre to be driving an electrical automobile that was doing its finest to imitate a gas-powered automobile. Nonetheless, the system labored flawlessly. The e-Shift characteristic makes issues slower on the monitor, however you may solely go so quick on the road. In visitors it might make zero sense, however on a twisty backroad one may presumably argue the leisure issue.

Hyundai Ioniq 5 N’s overboost is overblown

For the third session we have been instructed to make use of the N Grin Enhance button, which is a crimson button on the correct facet of the steering wheel. Pushing it delivers a lift of 40 hp for as much as 10-second bursts, then it wants one other 10 seconds to recuperate.

As I got here out of flip 11 heading down the entrance straight I hit N Grin Enhance. A round countdown appeared on the highest proper of the 12.3-inch digital gauge cluster: 10 … 9 … 8 … 7 … my increase was already working out. Did it even work? I didn’t really feel something.

With 601 hp and 545 lb-ft of torque (N Grin Enhance doesn’t change torque output), an additional 40 hp didn’t ship a kick within the pants. I waited and saved my increase for an uphill portion to see if I may really feel it extra. After flip 6 heading up Rahal Straight I hit the crimson button, the counter appeared, and … nothing. I didn’t really feel a surge of energy. Between the automobile’s weight and solely 40 additional hp, the N Grin Enhance button type of appears like a gimmick. It’s simply not sufficient energy to note.

Hyundai Ioniq 5 N can deal with monitor days 

The group at Hyundai gave the Ioniq 5 N a bigger 84.0-kwh battery pack versus the usual Ioniq 5’s 77.4-kwh pack. The pack’s footprint didn’t change, however the power density and cell chemistry modified to extend the quantity of power within the pack and maintain larger thermal masses. 

The automobile’s cooling system has been upgraded with a brand new front-end design that includes extra airflow, two bigger radiators (one low temp and one excessive temp), and the flexibility to make use of the air-con to assist cool the powertrain. 

These adjustments permit the Ioniq 5 N to run two full laps of the Nürburgring at full tilt with out the powertrain derating. A Hyundai spokesperson instructed Motor Authority the automobile may most likely run three to 4 laps if not going at full tilt.

My first 4 laps round Laguna Seca used 11% of the battery, my second 4 laps used one other 15% and my closing 4 laps used 19% of the battery. After 12 laps the battery had a 53% state of cost, and I began with 98%. Motor temps by no means crested 144 levels for the entrance motor and 171 levels for the rear, whereas the battery temp by no means went above 99 levels.

Hyundai stated Ioniq 5 N is able to a peak cost charge of about 235 kw. This implies it will probably nonetheless cost from 10-80% in 18 minutes. That’s helpful as a result of it solely has 221 miles of vary, and far much less on a racetrack the place it’ll must be charged extra usually. Hyundai’s in talks with racetracks about putting in devoted quick chargers so Ioniq 5 Ns can cost between classes throughout monitor days.

Hyundai 5 N appears like a sizzling hatch 

Hyundai calls the Ioniq 5 N a crossover SUV, but it surely’s now even decrease to the bottom with floor clearance checking in at a car-like 5.6 inches versus the usual automobile’s 6.1 inches. It’s 2.0 inches wider than the usual Ioniq 5 because of flared fenders to suit the broader 275/32R21 tires in any respect 4 corners mounted on cast wheels. With a entrance splitter, a rear wing, and a rear diffuser, this doesn’t appear like a regular Ioniq 5, but it surely doesn’t have a boy racer appear like the Honda Civic Kind R and its huge rear wing. Let’s face it, although, it’s a sizzling hatch, not a crossover.

Inside, the Ioniq 5’s 12.3-inch digital gauge cluster and 12.3-inch touchscreen carry over, as does the dashboard. However the open console space has been changed by a middle console that comes out from the sprint. Its sides are padded to guard your knees throughout laborious cornering. The cabin feels much less open, but additionally extra conventional. N sport bucket seats hug the physique up entrance and aren’t terribly constricting. Like the usual automobile, the motive force has a knees-up seating place as a result of battery pack within the flooring.  Steel pedal covers and footrest characteristic a race flag design. Hyundai’s trademark N blue colour is splashed everywhere in the cabin from the stitching to the lighting.

Hyundai 5 N overwhelms with customization 

Ioniq 5 N house owners can have a Select Your Personal Journey for quite a few settings. The menu system is huge, from varied levels of steering increase, suspension firmness, and steering weight, three totally different (for now) sound generator selections, quantity selections for that sound generator, driving modes, and extra. It will take fairly a while to find out the Goldie Locks settings for varied conditions. Hitting N mode simply cranks every thing to the max, together with the sound output.

That is earlier than addressing the torque distribution, which may favor the entrance or rear for some wild rear-wheel-drive burnouts. There’s even a drift mode.

The simulated shifts and guide shifts with e-Shift together with the lively sound generator might be turned off for many who assume an EV shouldn’t impersonate a gas-powered automobile. It gained’t be straightforward, although. Nevertheless it’ll take at the least one swipe and three faucets, minimal, throughout the infotainment system. 

For everybody else, Hyundai has confirmed an electrical sports activities automobile might be quick, enjoyable, partaking, and visceral, in addition to interactive. None of this can be obligatory, but it surely reveals enjoyable gained’t die with the shift to electrical vehicles.

Hyundai paid for journey and lodging for Motor Authority to deliver you this firsthand report.