So far, Hyundai’s N department has shown some bonkers test and concept cars, and the manufacturer has delivered some great performance versions of its affordable vehicles. Now, though, Hyundai is delivering the insanity of a 600+ horsepower Ioniq 5 that makes all previous N models look mild. The Ioniq 5 N ostensibly started as a happy accident, but was subsequently developed as something that can be driven every day but then cause sustainable mayhem on the track – and the sustainable part is important. Just about everything has been upgraded and stiffened, including the chassis itself, but that’s all wasted if the car does a couple of laps on the track at full tilt before overheating, the battery running out, and the tires wearing out due to the added weight of the batteries.
To show that the new Ioniq 5 N can manage both the performance brief and take a beating at the track, Hyundai invited us to the legendary – and intense – Laguna Seca Raceway in Montery, California, to experience it ourselves.
Performance: All The Performance
The Ioniq 5 N’s new 84-kWh battery helps two electric motors to deliver 601 horsepower and 545 pound-feet of torque to all four wheels – and even more if you push the N Grin Boost button on the steering wheel. This unleashes up to 641 hp and 568 b-ft for 10 seconds. Take a moment to think about that.
With N Grin Boost, the 4,861-pound N car will hit 60 mph from a standing start in 3.2 seconds and top out at 162 mph. The thermal management system features an increased cooling area, an enhanced motor oil cooling system, and a battery chiller to give a higher resistance to heat-induced power degradation and improved endurance. On a track day, with a 350 kWh charger onsite, the Ioniq N can run for a twenty-minute session, charge for 20 minutes, then do it again. We know this, because Hyundai had us in groups running the cars hard all day. And we mean hard. There were several groups throughout the day, including some excellent drivers posting rapid times, and the lead-follow laps were headed by two race car drivers who were more than happy to push the limits.
Chassis: Track Ready
The N treatment starts with the bare chassis being stiffened (with 42 extra weld points and reinforced battery and motor mountings), and ends with a set of Pirelli P Zero tires that have been tailor made with specific compounds, tread patterns, and structures designed for the stresses of the weight and the immediate torque delivered by an electric sports car. The brakes have been substantially upgraded to handle intense track driving, including the N specific regeneration system. Of course, the suspension has been developed by the N engineers, and the whole package tested and developed on the Nurburgring. That’s an impressive origin story.
Inside And Out: Upgrades And Flavor
The Ioniq N looks the part, too, sitting 0.79 inches lower than the standard model, and its two inches wider due to the flared fenders which need to house the 21-inch forged aluminum wheels in their bespoke rubber. It’s also 3.2 inches longer with the added rear diffuser. The front fascia is just as practical, including air curtains and active air flaps for extra cooling. The N-exclusive spoiler works with the rear diffuser to help optimize the aerodynamics.
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Ioniq 5 N
Performance
- Horsepower
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641 hp
- Torque
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568 lb-ft
- Curb Weight
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4,861 lbs
- Wheelbase
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118.1 in
- Max Width
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76.4 in
- Height
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62.4 in
- Length
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185.6 in
- Trunk Volume
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26.1 – 59.3 ft³
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Ioniq 5
Family Crossover
- Horsepower
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320 hp
- Torque
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258 lb-ft
- Curb Weight
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Max 4,546 lbs
- Wheelbase
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118.1 in
- Max Width
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74.4 in
- Height
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63 in
- Length
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182.5 in
- Trunk Volume
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27.2 – 59.3 ft³
Inside, there’s a newly designed steering wheel that includes N buttons, with the drive modes being programmable. Behind the steering wheel are paddles for simulated shifts, which are fun but not particularly useful. The seats are excellently bolstered N units, and the pedals are metal. Importantly, for how hard the N can corner, there are knee pads and shin supports in the footwells to prevent getting banged up, which speaks loudly about this car’s intentions.
Behind The Wheel: Damn, It’s Good
Before getting onto the track, we got a chance to take an Ioniq N out on the Monterey roads around Laguna Seca. It was a short drive, but it was enough to gather some first impressions that are worth noting in the interim, before we get to spend some quality time with the 5 N for a proper, extensive test drive review.
First Drive events provide our initial impressions of a vehicle in a restricted environment under certain time constraints. Keep an eye on CarBuzz for our comprehensive Test Drive review which will follow soon.
So, firstly, the Ioniq 5 N is fast as hell. And, in Sport mode, it’s also a handful, due to the extra-sharp throttle response. As we expected, the ride is harder than a standard model, but we suspect it’s forgiving enough to live with, considering its performance ability. In Normal mode, it doesn’t feel a lot different from the regular model.
When we eventually got onto the track, we were treated to a drive in the passengers seat alongside Robin Shute, a British race car driver fresh off his fourth overall win at the Pikes Peak International Hill Climb. He’s set to go for a record next year driving a Hyundai. “Want to go really fast?” he asked after the out lap, already knowing the answer. It didn’t take long to appreciate the seats and knee protection as the cars weren’t fitted with race harnesses, and Robin went into time attack mode. A 4,800-pound crossover should not be able to corner at four Gs without a ton of aero. It should fall off the track.
After some laps in the passenger seat, it was time to put a helmet on and get behind the wheel myself. After a sighting lap, our lead driver picked up the pace, and it was time to push the 5 N. The first thought was that the N Active Sound+ system mimicking engine sound was disconcerting as it sounded like it was time to shift early, but there’s no shifting needed. It needs some work and, hopefully, an update. The acceleration is fearsome, as in supercar fearsome, for much less money than you’d usually pay for performance like this.
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And, boy, can it hang on in a corner with the tires feeding back via the wheel to let the driver know the edge is coming and when they’re on the edge. The Ioniq 5 N is happy on the edge of grip and just over due to the balance of the chassis and quality of the tires. It’s quite forgiving, up to the point of trying too hard or serious driver error.
As our lead driver got faster through the next lap, it was time to start braking later and getting on the power earlier. The brakes are strong and didn’t fade, but if you’re a hammer on the brakes, getting down to corner speed late is more violent than in a smaller sports car due to the weight. We expected that, however.
By the end of our third run, it became surprising how early we could get on power out of corners, particularly after a bit of instruction on the legendary (and intimidating) Corkscrew section, where the extra weight becomes known. Get it right and get on the power as the suspension compresses, and you can fire the Ioniq N toward the next corner instantly. This is where we found out how forgiving the Ioniq N can be. After carrying too much speed and finding the dusty outer part of the track, buttocks were tensed, and the throttle unadvisedly lifted. There was no sting from snap oversteer – just a big wobble caught – much to my chagrin – on camera by the car behind me.
Finally, we were ready to start using the N Grin Boost button for that extra 40-odd horsepower. Our lead drivers were using it three times around Laguna Seca, but we’re not race car drivers, and falling off the track is embarrassing. An extra forty horsepower on top of 600 doesn’t seem like a lot, but it makes the straight at Laguna Seca shorter and the two bumps over the hill even more disconcerting. As does the sudden change of braking zone the first time you try it. It’s easy to write the N Grin Boost feature off as a gimmick from an armchair, but it genuinely changes the game on track.
Conclusion: $66k Dollars Well Spent
It’s worth noting that the 601-hp Ioniq N is a single-package vehicle with an MSRP of $66,100. The five available colors (Atlas White, Abyss Black, Soultronic Orange, Performance Blue Matte, and Ecotronic Gray Matte) are all no-cost options. Hyundai will sell you a first aid kit, cargo tray, severe weather kit, but not much more – but there’s genuinely no need for additional packages as it’s well-specced, in our opinion.
As a track day car, we had a great time with the Ioniq 5 N; it has performance in spades. Would it hang with an equivalent-priced Corvette? Probably, given its sheer acceleration and ability to exit a corner using that velocity. But you won’t be taking the kids to school the next morning in a Corvette. We could talk about other sports cars that compare, or we could step back and point out on-paper rivals like the Kia EV6 GT or the cheaper Tesla Model Y Performance – but the best comparison would be with a hot hatch. Except, this has so much more power than anything on the market in that segment in the US. Hyundai has created something truly brilliant, and truly unique.
The reality is that the Ioniq 5 N is fun – so much fun – but only if your local track has a proper fast charger, and you don’t have the urge to put on stickier tires and pay the cost of eating them. And therein lies the rub. It’s a fun track car, but we suspect it will be an occasional one, assuming charging support, and people serious about their track time will look elsewhere. Where it looks incredibly promising is as a super-hot hatch that can pull daily driver duties and provide massive entertainment on a back road. As of now, it’s our most anticipated car for a week’s test drive under $75,000.
Our day at Laguna Seca has shown us N can deliver a serious performance car; now it’s all about the road.