The Hyundai Ioniq 5 N offers the best of both worlds: It accelerates as crazy as an electric car, but shifts and sounds like an eight-cylinder.
For BMW, M is the most powerful letter in the world. M for motorsport. It was only legendary cars like the M1, M3 and M5 that made the Bavarian car manufacturers what they are: the white and blue joy-of-driving faction that inspires people all over the world. For Hyundai, N is the most powerful letter. Their particularly sporty N models (i20, i30) have won over a small but fine fan base - and now the electric Ioniq 5 N is set to win the hearts of all sports car fans, even though it has a birth defect: This Hyundai is an electric car. Can he arouse really big feelings?
The N at Hyundai - that's what the letter really means
Hyundai Ioniq 5 N: N stands for Namyang, the Hyundai Motor Group's development center not far from Seoul. But also for the Nürburgring and there for the legendary Nordschleife - where other e-sports cars such as the Porsche Taycan also have to prove their potential. Two N's can be found in the name of their creator, albeit only at the end. Alfred Biermann was once head of development at M before moving to the Korean vehicle manufacturer. Active for six years, then as a technical consultant, he played a key role in shaping Hyundai, especially on the sporty side. The Ioniq 5 N was his last baby. And perhaps this birth was also the most difficult of his development life.
How do you get the emotion into an electric car? That was the question. The performance of electric vehicles is not the reason why they haven't really ignited yet. In the electric age, there is an abundance of power available: 1,000 hp, 1,000 Newton meters of torque. It's like going to the butcher. Could it be a little more? Please, please, now. If you stick your hand deep into the black cylinder and – Simsalabim – the technicians have conjured up a few digital tricks that one or two petrol heads consider to be at least breaking a taboo, if not even blasphemy.
How should the Ioniq 5 N sound? Like an eight-cylinder or like a jet fighter?
First: Let there be sound. Three artificial sounds are available in the Ioniq 5N. “Ignition,” “Evolution,” and “Supersonic.” As the name suggests, the former imitates a veritable eight-cylinder engine, the latter is a mixture of spherical sounds and noises from space, while Supersonic is reminiscent of a supersonic jet. Every now and then you hear a hollow thud like an upturned tin bucket. The sound barrier. Aha, we would never have thought of that. These noises are transmitted through eight speakers inside and two outside. One in front, one behind. However, you can hardly hear anything outside; passers-by are at least unimpressed by the artificial noise of the combustion engine. And my own listening test didn't produce any notable sounds when my colleague revved the engine several times while idling. Hell on the inside, silence on the outside.
Secondly, Hyundai engineers have created a virtual dual clutch transmission with mechanical shift paddles. As with the combustion engine, eight gears are available in the so-called E-Shift mode. The two electric machines accelerate as if their power were dependent on combustion engine speeds. The system behind it is so sophisticated that it even imitates the interruption in traction when changing gears. There is even a speed limiter. The drive is essentially a digital twin of the good old world of combustion engines. And sounds like it too. There it sputters and sputters, there it roars and trumpets from the non-existent exhaust pipes. When downshifting, the recuperation, which is up to 0.6 g, is used in such a way that you think you have an engine brake. Humanity wants to be cheated, so we cheat them - the ancient Romans already knew that.
Off to the racetrack: thank God no breakfast
On-site appointment at the Castelolli race track near Barcelona. First try out the launch control. We wisely saved ourselves breakfast, so the 770 Newton meter torque punch in the pit of the stomach had no consequences. The Ioniq 5 N normally puts out 609 hp on the roads, and thanks to the excellent traction control it's pretty clean too. The 100 km/h mark falls in 3.5 seconds (0-200, 12.1 s). We stay on the gas and then quickly test the braking ability of the fat disc brakes (400 and 360 mm thick). standstill. Then it's off to the 4,146 kilometer long circuit with its seven right-hand and four left-hand bends. The special thing about Castelloli: It goes uphill and downhill (9 degrees up, 8 degrees down). We switch to E-Shift mode and after a short time the feeling of sitting in a simulator on four wheels is gone. Shift down the gear cleanly, accelerate to full throttle at the top, pull the rocker switch once, pull twice and shift up smoothly. Full speed. The Grin Boost is helpful on the straights. Yes - it actually has something to do with grinning. Because for ten seconds it even tickles 650 hp from the two electric machines. Warp time.
Battery cooling for even more power
Technically, the Ioniq 5 N is well equipped for the racetrack: adaptive dampers, an electronic differential lock at the rear, torque shift between the front and rear axles, braking interventions to increase cornering dynamics. There is also sophisticated aerodynamics with a radiator grille that is normally closed during normal operation, but can also open the slats to cool the battery. Because if the battery gets too hot, it loses performance (just like when it's cold). And in terms of range, the Ioniq 5 N should be able to complete the Nürburgring Nordschleife at least twice under full load.
You can find even more exciting car topics in the free newsletter from our partner 24.auto.de.
Ideally, you can normally travel up to 448 kilometers with the 84 kWh battery. Like the civilian version, the battery is charged from 10 to 80 percent in 18 minutes via the 800-volt system. How do you recognize the Hyundai Ioniq 5 N, which costs around 75,000 euros? It's a few centimeters longer and wider, but not quite as tall. The classic N-red is replaced by a strong orange as an accent color. Everything in the interior remains the same, except for the digital graphics, which, in keeping with the motto “Never just drive”, are sharper than in the conventional model and have all sorts of track gimmicks.
Technical data Hyundai Ioniq 5 N
Engine: two electric machines
Drive: all-wheel drive
Power (front): 166 kW (226 HP)
Power (rear): 282 kW (383 hp
Total output: 448 kW (609 HP) / 478 kW (650 HP) with Grin Boost
Torque: 770 Nm
0 – 100 km/h: 3.5 s (3.4 with Grin Boost)
V. max: 260 km/h
Battery capacity: 84 kWh
Charging times: 10 – 80% DC 18 min
Consumption: 21.2 kWh / 100 km
Range: up to 448 km
Length / Width / Height: 4.72 / 1.93 / 1.59
Wheelbase: 3.00 m
Curb weight: 2,275 kg
Trunk: 480 – 1,540 l
Price: 74,900 euros
Our conclusion about the Hyundai Ioniq 5 N
The Ioniq 5 really is a crazy box. You can switch the electric car using the rockers. Like a combustion engine. With the soundscape of a seasoned V8 along with a sports exhaust system. There is even a (virtual) speed limiter. The perfect illusion. Some people might not even notice that they are sitting in an electric car. The Ioniq5 N is definitely the first electric sports car that arouses emotions. But only because it copies a combustion engine with amazing realism. Anyone who gets involved will have a lot of fun. The Hyundai is not a real sports car. The low seating position is missing, the dirty noise of the road and the vibration of a real six-cylinder boxer or V8 cannot be staged digitally. In this respect, the Ioniq 5 aroused our feelings, but it did not win our hearts. At least not quite yet.
Rudolf Bögel