2025 Hyundai Ioniq 5 N brings enjoyable to electrical age

The holdouts clutching their pearls scared the automotive future is boring is a bunch of mishegas. 

I do know this as a result of I screamed round Laguna Seca final week within the 2025 Hyundai Ioniq 5 N, shifting through paddles and hitting the rev limiter.

Because the 2025 Hyundai Ioniq 5 N rolls into dealerships for $67,475, together with a $1,375 vacation spot cost, customers are going to seek out an electrical sports activities automotive in contrast to another EV on sale as we speak. 

That is the way you construct a bridge into the longer term for skeptics and lovers alike. Fortunately, you’ll be able to disable the bridge for these moments the silliness isn’t appreciated.

Hyundai Ioniq 5 N shifts, snaps, crackles, and pops

We’d have three periods the Hyundai workforce stated as we walked to the automobiles “idling” (as a result of they had been turned on) within the pits at Laguna Seca. The primary session we might run in N mode with e-Shift set to “automated.” Hyundai stated the powertrain’s e-Shift software program had been programmed to really feel like a gas-powered automotive with an 8-speed dual-clutch automated transmission. This programming contains simulated shifting, proper all the way down to the torque curves. It additionally delivers the jolts to your physique with the interruptions in energy move.

Pulling onto the monitor, the Ioniq 5 N’s powertrain growled via the audio system, doing a surprising impression of what I might hear in an Elantra N. The snaps, crackles, and pops are all right here because the powertrain digitally revved and constructed energy with a max output of 85 decibels. For reference, an Elantra N at full tilt checks in at 100 decibels. All of it sounded convincingly pure. That’s as a result of it’s been programmed to make use of audio system positioned below the hood, beneath the automotive on the rear passenger aspect, and contained in the cabin. The sound programming makes use of all of the audio system and locations the right tones in the fitting locations inside and outdoors the automobile. The “exhaust” observe comes from the again of the automobile each inside and outside, the “engine” noise comes from beneath the hood and the entrance of the automobile, and the assorted different noises come from across the cabin. All of it sounds fairly pure within the Ignition mode. The Evolution setting sounds futuristic with the next pitch that ditches the snap, crack, and pops and replaces them with extra of a jet wind-up noise. Then there’s the Supersonic soundtrack that straight sounds such as you’re headed into warp velocity in a Begin Trek earlier than it unleashes a large “growth” via audio system when the automotive shifts at redline. I couldn’t assist however chortle on the silliness of the growth noise, which I may really really feel from the woofers.

A left into flip 2, generally known as the Andretti Hairpin, the automotive executed a tough downshift that my whole physique felt because the digital revs climbed and energy constructed as it could if a gasoline engine had been below the hood. Wild. Squeezing the accelerator pedal as I crossed the nook’s apex despatched energy to all 4 wheels whereas pushing and pulling the automotive across the nook. “Shockingly impartial,” I blurted out loud to nobody as I began laughing. 

Hyundai stated each piece of the Ioniq 5 N’s suspension has been modified from the usual automotive, together with however not restricted to, stiffer elements and bigger adaptive dampers at every nook which have a wider vary of adjustability. The complete construction’s been bolstered because of 42 further weld factors and an additional 6.9 ft of structural adhesives. The result’s an 11% enhance in stiffness.

Linking the subsequent 9 corners collectively, together with the notorious corkscrew, confirmed my preliminary impression that the dealing with is impartial. The load can also be effectively balanced and it sits low because of the 88.4-kwh battery pack positioned beneath the cabin. The automotive rotates with ease. As I got here round flip 11 I hit the brakes and swung the rear finish out. The automotive didn’t lose composure and because the rear finish kicked to the fitting and I countersteered and squeezed the throttle, the automotive shortly corrected the slide and shot ahead. 

Shifts got here quick and livid because the powertrain banged via its digital first, second, and third gears with energy constructing progressively and shortly, via every. Heading down the entrance straight the overgrown hatchback hit 112 mph as I crested the hill at flip 1. The automotive lifted, maybe even absolutely off the bottom, the suspension dropped, and the steering went mild. The automotive got here all the way down to earth and for the primary time I used to be keenly conscious of the automotive’s 4,861-pound curb weight. That’s 813 kilos greater than a Tesla Mannequin 3 Efficiency and 1,565 kilos greater than an Elantra N.

In Flip 2, the Andretti Hairpin, I took the racing line, and I may really feel the electronically managed limited-slip rear differential shift energy aspect to aspect to rotate the automotive via the nook. Seemingly nothing actually upset this factor. Time to fiddle.

As I approached the corkscrew, I purposely went off the racing line, which put me too far inside for flip 8A instantly after. The Ioniq 5 N didn’t care that I ran over the within curb as I almost pushed to the runoff heading towards flip 9. The entrance Pirelli P Zero Elect tires, which Hyundai labored with Pirelli for extra two years to develop for this automotive, gripped the pavement and flung me ahead because the rear sorted itself out.

 Not fairly as sideways as I used to be in flip 11 the primary tiome, however nonetheless tail out popping out of flip 11, I blasted down the entrance straight hitting 121 mph because the automotive crested the highest of flip 1. All the pieces went mild once more and once I got here again down I instantly hit the brakes onerous. The entrance dove and the rear finish wiggled, however then figured itself out with out ever feeling unstable. The automotive has as much as 1.6 g of brake pressure, with as much as 0.6 g of regen baked into that. The pressure comes from 4-piston monobloc calipers clamping 15.7-inch rotors up entrance and single-piston models grabbing 14.2-inch rotors within the again. That’s extra regen functionality than a Rimac Nevera or Porsche Taycan Turbo, which every goes as much as 0.4 g. I couldn’t inform the place the friction brakes began and the regen stopped. All of it felt pure each on the monitor and road, and surprisingly the brakes by no means smoked throughout our monitor use. 

Hyundai Ioniq 5 N may be manually shifted

The Hyundai crew advised me the subsequent lap session we had been going to make use of the wheel-mounted shift paddles utilizing the e-Shift function’s guide mode. As I pulled onto the monitor, the gauge cluster confirmed inexperienced, then orange, after which shortly purple bands across the tachometer indicating I wanted to shift as if I had been in a BMW M automotive. All of the sudden the automotive lurched and hit an influence wall as a result of I had maxed out first gear. Issues transfer shortly with a 0-60 mph time of three.25 seconds. Clicking the fitting paddle immediately shifted to second gear and the automotive surged ahead. I shifted to 3rd, after which two clicks of the left paddle again all the way down to first coming into Andretti nook. This appeared pointless. 

On the primary of 4 laps, I quickly realized the automotive was slower across the monitor with the guide shifts than it was in full auto mode. I by no means ran the monitor with out the e-Shift engaged, guide or auto, so I can’t remark how the automotive feels on the monitor with out it.

 On twisty again roads of Carmel Valley the paddle shifters and pure energy bands added to the driving expertise. However it felt bizarre to be driving an electrical automotive that was doing its finest to imitate a gas-powered automotive. Nonetheless, the system labored flawlessly. The e-Shift function makes issues slower on the monitor, however you’ll be able to solely go so quick on the road. In site visitors it could make zero sense, however on a twisty backroad one may presumably argue the leisure issue.

Hyundai Ioniq 5 N’s overboost is overblown

For the third session we had been advised to make use of the N Grin Enhance button, which is a purple button on the fitting aspect of the steering wheel. Pushing it delivers a lift of 40 hp for as much as 10-second bursts, then it wants one other 10 seconds to get well.

As I got here out of flip 11 heading down the entrance straight I hit N Grin Enhance. A round countdown appeared on the highest proper of the 12.3-inch digital gauge cluster: 10 … 9 … 8 … 7 … my enhance was already operating out. Did it even work? I didn’t really feel something.

With 601 hp and 545 lb-ft of torque (N Grin Enhance doesn’t change torque output), an additional 40 hp didn’t ship a kick within the pants. I waited and saved my enhance for an uphill portion to see if I may really feel it extra. After flip 6 heading up Rahal Straight I hit the purple button, the counter appeared, and … nothing. I didn’t really feel a surge of energy. Between the automotive’s weight and solely 40 further hp, the N Grin Enhance button type of appears like a gimmick. It’s simply not sufficient energy to note.

Hyundai Ioniq 5 N can deal with monitor days 

The workforce at Hyundai gave the Ioniq 5 N a bigger 84.0-kwh battery pack versus the usual Ioniq 5’s 77.4-kwh pack. The pack’s footprint didn’t change, however the vitality density and cell chemistry modified to extend the quantity of vitality within the pack and maintain larger thermal masses. 

The automotive’s cooling system has been upgraded with a brand new front-end design that includes extra airflow, two bigger radiators (one low temp and one excessive temp), and the flexibility to make use of the air con to assist cool the powertrain. 

These modifications permit the Ioniq 5 N to run two full laps of the Nürburgring at full tilt with out the powertrain derating. A Hyundai spokesperson advised Motor Authority the automotive may most likely run three to 4 laps if not going at full tilt.

My first 4 laps round Laguna Seca used 11% of the battery, my second 4 laps used one other 15% and my remaining 4 laps used 19% of the battery. After 12 laps the battery had a 53% state of cost, and I began with 98%. Motor temps by no means crested 144 levels for the entrance motor and 171 levels for the rear, whereas the battery temp by no means went above 99 levels.

Hyundai stated Ioniq 5 N is able to a peak cost price of about 235 kw. This implies it may nonetheless cost from 10-80% in 18 minutes. That’s helpful as a result of it solely has 221 miles of vary, and far much less on a racetrack the place it is going to should be charged extra typically. Hyundai’s in talks with racetracks about putting in devoted quick chargers so Ioniq 5 Ns can cost between periods throughout monitor days.

Hyundai 5 N seems to be like a sizzling hatch 

Hyundai calls the Ioniq 5 N a crossover SUV, nevertheless it’s now even decrease to the bottom with floor clearance checking in at a car-like 5.6 inches versus the usual automotive’s 6.1 inches. It’s 2.0 inches wider than the usual Ioniq 5 because of flared fenders to suit the broader 275/32R21 tires in any respect 4 corners mounted on solid wheels. With a entrance splitter, a rear wing, and a rear diffuser, this doesn’t appear to be a typical Ioniq 5, nevertheless it doesn’t have a boy racer appear to be the Honda Civic Sort R and its large rear wing. Let’s face it, although, it’s a sizzling hatch, not a crossover.

Inside, the Ioniq 5’s 12.3-inch digital gauge cluster and 12.3-inch touchscreen carry over, as does the dashboard. However the open console space has been changed by a middle console that comes out from the sprint. Its sides are padded to guard your knees throughout onerous cornering. The cabin feels much less open, but additionally extra conventional. N sport bucket seats hug the physique up entrance and aren’t terribly constricting. Like the usual automotive, the motive force has a knees-up seating place because of the battery pack within the ground.  Metallic pedal covers and footrest function a race flag design. Hyundai’s trademark N blue colour is splashed everywhere in the cabin from the stitching to the lighting.

Hyundai 5 N overwhelms with customization 

Ioniq 5 N homeowners may have a Select Your Personal Journey for quite a few settings. The menu system is huge, from varied phases of steering enhance, suspension firmness, and steering weight, three totally different (for now) sound generator decisions, quantity decisions for that sound generator, driving modes, and extra. It will take fairly a while to find out the Goldie Locks settings for varied conditions. Hitting N mode simply cranks all the things to the max, together with the sound output.

That is earlier than addressing the torque distribution, which might favor the entrance or rear for some wild rear-wheel-drive burnouts. There’s even a drift mode.

The simulated shifts and guide shifts with e-Shift together with the lively sound generator may be turned off for many who suppose an EV shouldn’t impersonate a gas-powered automotive. It received’t be straightforward, although. However it’ll take a minimum of one swipe and three faucets, minimal, throughout the infotainment system. 

For everybody else, Hyundai has confirmed an electrical sports activities automotive may be quick, enjoyable, partaking, and visceral, in addition to interactive. None of this can be mandatory, nevertheless it reveals enjoyable received’t die with the shift to electrical automobiles.

Hyundai paid for journey and lodging for Motor Authority to carry you this firsthand report.