This is where Hyundai sees the hot hatch going. Jonathan Crouch drives the wild IONIQ 5 N.

Ten Second Review

The IONIQ 5 N is everything you wouldn't expect an EV to be, wild, loud and track-ready. Its development has drawn on the combustion era to create a new kind of mid-sized hot hatch. Think electric cars are dull? You won't after a ride in this one.

Background

Credible high-performance EVs that can take to the track and reward the enthusiast are thin on the ground but Hyundai's IONIQ 5 N aims to be one of them. This is the model charged with a pioneering role in the electrification of the Korean maker's performance N division. And it's an altogether more focused thing than its close cousin, Kia's EV6 GT, which shares its e-GMP platform and much of its basic engineering. From that starting point, N division technical boss Tyrone Johnson and his team set out to produce an even faster mid-sized high-performance EV hatch with what the brand calls 'race car DNA'. This model was primarily developed at the world's most testing racetrack, the Nurburgring Nordschleife. And incorporates a more wide-ranging portfolio of circuit-driven performance engineering innovations than we've ever seen on an EV. Which it'll need given the very un-circuit-friendly kerb weight of over two-tonnes. If any car can overcome that, it's this one.

Driving Experience

Is it really possible to make a two-tonne EV handle on a circuit like a real track car? Tyrone Johnson, Hyundai's Head of Vehicle Test and Development, thinks it is. His aim with this IONIQ 5 N was to put the driver at the heart of the experience in a way that no electric vehicle has before. Pushing on in this car, you might really forget it's an EV at all. That's the idea behind the 'N e-Shift' system that aims to replicate the feel of an 8-speed gearbox by pausing the torque delivery between fictitious ratios at the same time as varying the 'N Active Sound+' system so that the audible feel is as close as possible to the brand's combustion N models. Standard power output is 601bhp (24bhp more than this car's close cousin the Kia EV6 GT). And for even quicker overtakes, there's an awkwardly named 'N Grin Boost' function which for 10 seconds further boosts power to 641bhp. With this activated and with the car's 'N Launch Control' engaged, 62mph from rest takes any 3.4s on the way to a very un-EV-like top speed of 161 mph. Goodness knows what the range would be from the bespoke 84kWh battery if you regularly approached that. But any EV can go fast in a straight line. It's the way this car will handle that Hyundai claims will define it. To help here, there's an 'N Pedal' system supposed to make the car 'tuck' into a corner, at which point you might notice 'N Torque Distribution' shuffling torque around, aided by an electronic limited slip differential at the rear. For fun on a closed track, there's also an 'N Drift Optimiser' with an integrated 'Torque Kick Drift' function. There are steering wheel-mounted paddles via which you can control those artificial gear changes. And like combustion N models, there are two configurable wheel-mounted buttons that short-cut-connect you into your favoured drive settings. There's also extra bracing for the steering column, larger brake discs and a faster steering ratio. Plus adaptive dampers, grippy Pirelli P-Zero bespoke tyres and 20mm drop in ride height.

Design and Build

You kind of expect a car with such extreme engineering to look a little more extrovert and track-focused than this one apparently is. The front mesh grilles provide the required extra battery and motor cooling. Downforce is aided by a lip spoiler at the base of the deep front bumper, a remarkably subtle high-level roof spoiler and a rear diffuser that's responsible for the 80mm increase in length over the standard car. More significant still are the things you can't see. Like the unique front and rear sub frames and the way the body's been stiffened with 42 extra welds and up to 2.1-metres of extra adhesive. The 20mm ride height reduction is also significant (though the car still doesn't ride as low as development chief Tyrone Johnson wanted). And there are lightweight forged 21-inch wheels. Inside, there are low-mounted part-leather-trimmed grippy sports seats, while the steering wheel is smaller, thicker-rimmed and gains two configurable N buttons. There are additional knee pads on the centre console to help with all that cornering G. And Hyundai even includes a fake rev counter on the dash. Yes, in an EV. Bespoke door sill plates and N pedal caps remind you what you bought and to finish things off, there are chequered flag motifs scattered around the cabin. Otherwise, it's much as any other well specified IONIQ 5, which means you get dual 12.3-inch screens dominating the dashboard. Thanks to the 3-metre wheelbase, there's loads of room in the back, aided by seats able to electrically slide fore and aft by up to 135mm. Boot capacity is ample at 480-litres - or 1,600-litres with the rear bench folded. There's also further 'frunk' storage under the signature clamshell bonnet.

Market and Model

You'll be expecting to pay quite a premium for this track-tamed IONIQ 5 N. Hyundai wants £65,000 for it, which is about £10,000 more than the most expensive model in the standard range. But there's an awful lot of technology included for that. Take for example the regen braking system that is 50% more aggressive than that of the standard model. Hyundai claims that owners will be able to use regenerative energy for up to 90% of their daily driving and up to 50% of track driving. And if you're on track, the system will allow up to 44% of regen energy to be put back into the battery. Which gains a special cooling system for circuit use. There's lots of equipment of course. In addition to all the engineering and styling features we've mentioned in other sections, you get a Bose audio system, a head-up display, a heat pump, rear privacy glass, a powered tailgate and a digital key. Hyundai also includes its V2L system allowing you to charge up electrical devices from the car's battery. Plus there are loads of camera safety and drive assistance features - Highway Drive Assist, Intelligent Speed Limit Assist, Lane Keep Assist with Lane Following Assist, Blind-Spot Collision-Avoidance Assist, Parking Collision-Avoidance Assist, Intelligent Speed Limit Assist and Driver Attention Alert.

Cost of Ownership

You'll be expecting the drive range figure here to fall a bit over than of an equivalent ordinary AWD IONIQ 5. One of those in 77.4kWh AWD form manages 298 miles between charges: with this IONIQ 5 N, you'd be looking at 278 miles. If you regularly approach that sort of figure in an IONIQ 5 N, then you probably shouldn't have chosen one anyway. Drive this car as it is designed to be driven and the range will of course fall like a stone. Apparently, it will complete just two laps of the 20.8km Nurburgring Nordschleife race track (its development base) between charges. Hyundai claims an efficiency figure of around 3.4 miles per kWh. The 84kWh battery can accept charging at up to 350kW, which gives a maximum 10 to 80% top up time of 18 minutes. Like other IONIQ 5 models, the e-GMP platform in use here has an 800V electrical architecture so is compatible with the new generation of ultra-fast rapid chargers springing up around Europe. As for charging at home, there's a maximum AC charging rate of 11kW but you'll need a three-phase supply to your house for that. Using an ordinary 7.4kW home wallbox and a more straightforward electricity supply, you'll need about 11 hours 45 minutes for a full charge. Like all IONIQ 5 models, this one comes with a 1 year subscription to the IONITY charging network, plus Hyundai's 5 Year Unlimited Mileage Warranty, an 8 Year/100,000 Mile High Voltage Battery Warranty, a 5 Year Annual Health Check, a 3 year MapCare navigation update program, a Roadside Assistance package, and a 12 Year Anti Corrosion Warranty.

Summary

Rather than just rushing a high performance EV to market, as neighbours Kia did with the EV6 GT, Hyundai has taken its time in finessing this IONIQ 5 N. A hot hatch enthusiast might even guess that the man behind it, Development Chief Tyrone Johnson, was the same engineer that created the memorable final generation Ford Focus RS, because there's something of the same uncompromising track vibe here. Tailored though, for a very different age. You might think that an EV like this is contradictory to everything the electric vehicle concept stands for. Or you might rejoice that a dull, rather worthy era of automotive development is set to be enlivened by cars like the IONIQ 5 N. We're of the latter view and if you agree and find yourself in the market for an EV of this size with more than a dash of track spice, then we'd thoroughly recommend that you take a look at this one.