Test Car Specifications
Model: 2024 Hyundai Ioniq 5 N
Price: From £65,000
Motors: two electric motors
Battery: 84kWh lithium-ion polymer
Transmission: single-speed automatic, all-wheel drive
Power: 650hp
Torque: 770Nm
Emissions: 0g/km
Range: 278 miles
0-62mph: 3.4 seconds
Top speed: 161mph
Boot space: 480 litres
Styling
Although the N version of the Ioniq 5 is clearly based on the same basic structure as the standard car, there are some pretty significant differences, some of which are more obvious than others. You can't really see the suspension changes or the extra stiffness in the bodywork afforded by 42 additional welding points, but you can see the more purposeful stance and the vast array of visual tweaks.
The Ioniq 5 is not a small car anyway, but the N model's flared arches make the car 50mm wider than standard, while the more prominent rear diffuser increases the length by 80mm. Then there are the skirts, the bumpers and the orange brake callipers, all of which contribute to a much more dramatic design. It looks the business, especially in Hyundai's distinctive powder blue paintwork.
Interior
Just as the exterior of the Ioniq 5 N is based on the standard Ioniq 5, so too is the performance model’s interior. The basic structure – the dashboard, the touchscreen and the instrument cluster – are much the same as usual, but they’re all packaged up in something a bit more motorsport-inspired.
For a kick-off, you get some rather natty bucket seats that use microsuede and leather upholstery, while there are some rubber-gripped aluminium pedals in the footwell. Powder blue stitching is, of course, all over the place, complementing the blue backlighting of the buttons neatly. And there’s a steering wheel that appears to have sprouted numerous new buttons, including some above the horizontal spokes and two more below. Behind the wheel, however, is the usual mess of stalks, including one for gear selection, and some paddles to adjust the regenerative braking.
It’s all very nicely made and fairly premium, even if some of the plastic buttons feel a bit cheap in places, but it’s spacious and well laid out, which makes life easier. It also comes with redesigned screens, complete with N-specific readouts and displays to heighten the sportiness of the car. The result is in keeping with other N products, in that it’s a sporty take on the conventional models, but it hasn’t interfered too much with the car’s usability. The touchscreen, for example, is still sharp, responsive and largely well laid out.
Practicality
Despite all the sporty tweaks, the Ioniq 5 N is still quite a practical thing. The surprisingly generous proportions (it doesn't look that big in pictures, but it really does bridge the gap between Golf-sized family hatchbacks and Qashqai-style family SUVs) mean there's loads of space in the cabin for four adults to sit quite comfortably, while the boot is also pretty generous. At 480 litres, it's way bigger than the luggage bay in a VW ID.3 GTX or a MG4 XPower, so you'll have no trouble packing it for a family holiday.
Performance
Under the skin, the Ioniq 5 N comes with what appears to be a relatively conventional electric powertrain, comprising an 84kWh battery pack and two electric motors. There’s nothing especially strange about that in itself, but with the combination providing up to 650hp and all-wheel drive, it ensures the Ioniq 5 N is rapid despite its 2.2-tonne kerb weight.
Engage the slightly stupidly named N Grin Boost mode and you get all 650hp, allowing the car to dash from 0-62mph in 3.4 seconds and on to a top speed of 161mph. That’s no longer hot hatchback pace: that’s sports car performance. But then that’s the advantage of electric motors, which can produce spine-crushing acceleration instantaneously. Even the MG4 XPower gets from 0-62mph in less than four seconds.
But while the Ioniq 5 N’s pace is beyond doubt – it’s actually so fast it’s uncomfortable at times – it still has to offer useful range and rapid charging if it’s going to be a hit with customers. And, happily, it does. Officially speaking, it’ll do 278 miles on a single charge, but we found something in the region of 220 was more realistic on the motorway. Over a mixture of roads and with a gentle right foot, 250 would probably be achievable. And once the charge is running low, you can top it back up relatively quickly, thanks to 240kW charging that allows it to fill from 10 to 80 percent in as little as 18 minutes, assuming the charger is powerful enough and the conditions are right. Even in bad weather, a 350kW charger should get you back up to 80 percent within about half an hour.
Ride & Handling
The Ioniq 5 N may be quite a heavy car, but with a lot of engineering know-how, Hyundai has managed to hide a lot of that bulk. Hiding behind those massive alloy wheels, for example, is Hyundai’s most powerful braking system ever, which allows the car to slow down outrageously quickly. And somehow, despite the regenerative braking system’s interference, they feel really smooth and powerful under your foot.
Then there are the handling-related changes, designed to ensure the Ioniq 5 N handles properly. Not only is the body stiffer, but the battery mounting points and subframes have been reinforced, while the steering column has also been strengthened. There’s electrically controlled suspension that sits 20mm lower than standard, too, and there’s a limited-slip differential at the rear.
The result of all that is a car that’s way sharper and more agile than the standard car, with more responsive steering, better body control and more grip. In fact, it takes quite a soft car in the standard Ioniq 5 and turns it into a properly capable hot hatch. It’s a transition we weren’t entirely sure would work, but the Hyundai is incredibly capable, and it has the fun we expect from a hot hatchback. It even has a drift mode.
And despite that improved cornering ability, comfort hasn’t been completely decimated. Sure, the Ioniq 5 N is a bit firm over potholes and around town, but it’s perfectly acceptable. You won’t get out after a two-hour drive in total agony, and even at low speed it’s nowhere near as firm as, say, a Ford Focus ST.
Although, of course, the car’s behaviour does change slightly depending on the driving mode. In its softest settings the Ioniq 5 N is very comfortable, but it does get a bit more jiggly as you ramp things up, and then there are the various noises on offer. The fake engine sound is quite impressive, in that it works pretty well – especially in combination with the N e-shift system that provides fake gearchanges via the paddles – but it’s also pretty annoying if you’re just sitting at a constant speed.
Value
Even if the Ioniq 5 N cost as much as Lionel Messi, we’d still love it, so we’re prepared to forgive an only vaguely excessive price tag of £65,000. It’s a lot of money — especially when the MG4 XPower is almost as fast and costs almost £30,000 less — but the Ioniq 5 N is a significantly better car. Not only is it better to drive, more spacious and better built, but it’s also better equipped, with a spec sheet longer than Santa’s naughty list.
As well as all the performance-related accoutrements, you get leather upholstery, a big touchscreen and digital instrument display, complete with navigation, climate control and a reversing camera. You get 21-inch alloys, too, as well as orange brake callipers and a heated steering wheel. The front seats are heated and ventilated, while the outer rear seats are also heated, and you get automatic lights and wipers. And you can connect your smartphone through the Android Auto and Apple CarPlay connectivity systems.
Verdict
If you were worried for the future of hot hatchbacks in an electric world, the Ioniq 5 N will vanquish those fears immediately. It may not be perfect, but here is a sensational electric performance car that has somehow managed to capture the joie de vivre of the i20N and i30N, but reframed it for the electric future. As such, this is one of the best electric cars we've ever tested. And were it not for the Porsche Taycan, it would probably be the best.