The roar of the engine pierces the eardrums. Each time I shift with the paddles, the engine sound changes accordingly. When it hits the red zone, the RPM cuts. Is this what an 8-cylinder engine paired with an 8-speed DCT sounds like? The instrument panel even shows the gear number, so it’s perfectly timed.
But this car is an electric vehicle – the Ioniq 5 N. The most amazing engine sound you can find in an electric car. And what about the powerful shifting feeling of the dual-clutch? That magnificent engine sound and the dramatic shifting are all tricks. There’s no engine or transmission in this car. The sounds are artificially created, and the thrilling shifting sensations are simulated. It feels more real than reality, leaving you speechless. Opening the hood gives the impression that there’s an engine inside. I’m curious why it doesn’t have exhaust pipes. This level of trickery is an art. The level of completion is high. It must have taken a lot of work. What in the world has been done to the Ioniq 5?
On the rainy 20th, I encountered the Ioniq 5 N at the Taean HMG Driving Experience Center. It’s the first high-performance electric vehicle of the N brand. I drove endlessly, enjoying gymkhana, launch control, circuit racing, circular track driving, and more. Driving in the rain made it even more enjoyable. I lost track of time while savoring the thrill of controlling a car that glides smoothly.
Equipped with an 84 kWh lithium-ion battery, it produces a maximum output of 609 horsepower (448 kW). With the N Green Boost feature, it can reach 650 horsepower. Utilizing a dual motor all-wheel-drive system, it has a curb weight of 2,200 kg, a driving range of 351 km on a single charge, and a certified combined efficiency of 3.7 km/kWh.
To add just one more N badge, the development team packed incredible devices into this vehicle.
▲ 4th generation high-voltage battery cells and system ▲N battery preconditioning ▲N race ▲N brake regen ▲N specialized body/chassis ▲N pedals, among others. There are also N e-shift and N active sound plus features.
The all-wheel-drive system allows the driver to adjust the front-to-rear driving force ratio from 10:0 to 0:10. It’s generally good to choose around 5:5, but different choices are possible during drifting or racing. It can operate with front-wheel drive, rear-wheel drive, or all-wheel drive, with the degree of all-wheel drive also adjustable. In situations where it’s either 10:0 or 0:10, since it’s driven by a single motor, a reduction in power must be accepted.
Completing the aforementioned trickster character are the N active sound and N e-shift. Three types of virtual sounds have been created, and the engine sound is the standout. The artificial engine sound surpasses reality. Coupled with N e-shift, it enhances the shifting feel. When shifting up or down, the motor’s response and the engine sound perfectly align. The phenomenon of entering the red zone and experiencing RPM cuts is astonishingly well implemented.
The N pedal is a type of racing technique. It sets the regenerative braking force in three stages and differentiates steering characteristics at each stage. After gaining enough speed, 1. turn the steering wheel first, 2. quickly lift your foot from the acceleration pedal, and 3. regenerative braking kicks in, causing the car to dive inside the corner, creating a ‘tuck-in’ response. It’s a form of oversteering. Proper use of this allows the front that’s about to drift out to be pulled back in. This is a useful technique in corners, utilizing the regenerative braking performance of electric vehicles. It’s understandable in theory, but to execute it properly requires practice.
I also experienced drifting on the circular track. The acceleration pedal and steering wheel need to be manipulated delicately. The acceleration pedal should only be used up to 50-60%. There’s an information display where you can see the acceleration ratio, which is helpful. If you are impatient and slam the acceleration pedal to the floor, the car will spin out uncontrollably.
The N drift optimizer feature controls the driving force and handling balance to make drifting easier. I experienced drifting on the circular track. The acceleration pedal and steering wheel need to be manipulated delicately. The acceleration pedal should only be used up to 50-60%. There’s an information display where you can see the acceleration ratio, which is useful. If you’re hasty and floor the acceleration pedal, the car will spin out without mercy.
The realization of high performance in electric vehicles ultimately hinges on battery management. It requires the use of batteries with high energy density and effective thermal management. Hyundai states that the 4th generation high-voltage battery cells, first fitted in the Ioniq 5 N, have achieved an 8.4% improvement in energy density through the application of new high-capacity materials and optimization of the battery cell design and processes.
The 4th generation high-voltage battery system is equipped with a BMS (Battery Management System) that allows for ▲OTA (Over-the-Air) updates ▲real-time pre-safety diagnostics ▲high-performance specialized driving/charging control, and enhanced design for heat runaway delay to improve battery safety.
I sat in the passenger seat on the high-speed circuit, driving at speeds exceeding 160 km/h, which were reduced due to the rain. The sensation of the wall in front shifting to the side was exhilarating. The spec sheet lists a maximum speed of 260 km/h.
Describing it fully would take an eternity. It captures all the technologies honed over the years. It’s a culmination of the expertise accumulated by participating in the WRC. It would be perfectly fine to enter car races with this as is. Even a child can predict that a one-make race will be held next year. It would indeed be thrilling to take this car onto the circuit and drive it like a game. That was a day to truly experience reality.
Hats off to the development team. “This is insane!” is a phrase I repeatedly uttered while driving the Ioniq 5 N. They have created a character that only someone passionate about cars could produce. It’s a vehicle that delivers an adrenaline explosion of happiness.
Someone claimed that it shows the future of electric vehicles. I find it hard to agree. The high performance of the Ioniq 5 N looks back at the past. It’s rooted in the sounds and vibrations of engines and transmissions of yore. Proving high performance with that sentiment in the era of electric vehicles is anachronistic. It’s outdated. High performance in the era of electric vehicles must be modern. What that is remains unanswered. While the Ioniq 5 N is an amazing and exciting car, it is not a car that represents the future.
With a selling price of 76 million won, a government subsidy of 3.01 million won is available. In Seoul, after adding both government and local subsidies of 3.8 million won, it can be purchased for 72.2 million won.
Oh Jong-hoon’s direct assessment
High-performance sports cars and the mismatched bulkiness of design. It’s not about being heavy. It’s about the design feeling burdensome. The Ioniq 5’s body doesn’t suit the performance of 650 horsepower and a 0-100 km/h time of 3.4 seconds. The crossover design, resembling an SUV, is far from what N represents. I wonder if Ioniq 6 would be more fitting for the N badge in the future. Although the development team kept their comments short, I hope to see their evolution soon.
Oh Jong-hoon yes@autodiary.kr