2024 Hyundai Ioniq 5 N review

Yet, when you toss the 2024 Hyundai Ioniq 5 N in with the general mish-mash – valued from an eye-watering $111,000 before on-streets – the feasible piece of that recipe is tossed through the window for a many individuals.

So what’s its motivation? Indeed, first off it’s the principal all-electric Hyundai N vehicle. Furthermore, it’s a legitimate grandstand of how the brand’s designers can manage the Hyundai Gathering’s E-GMP devoted electric design and componentry.

The Ioniq 5 N resembles no other creation Hyundai before it, by the same token. Zero to 100km/h requires simply 3.4 seconds in its most forceful N Smile Lift setting, and maximum velocity is evaluated at 260km/h. Significantly more, it flaunts an incredible 478kW and 770Nm.

That is much more than Kia’s hyper EV6 GT, which depends on a similar underpinnings – Kia’s variant offers 430kW and 740Nm, which is simply under the Ioniq 5 N’s results when it’s not in N Smile Lift mode. Past its straight-line execution, the Ioniq 5 N is likewise making strong cases about track capacity which is a vital mainstay of the N brand.

So to test the organization’s cases, we went to the Australian media send off in New South Grains, testing Hyundai’s new lead on street and on target. How could it passage? Peruse on to find out.

How does the Hyundai Ioniq 5 look at?

View an itemized breakdown of the Hyundai Ioniq 5 against likewise measured vehicles.

How much does the Hyundai Ioniq 5 N cost?

The Ioniq 5 N sits at the highest point of the tree, directing a close $30,000 premium throughout the following generally costly variation.

2024 Hyundai Ioniq 5 pricing:

• 2024 Hyundai Ioniq 5 Standard Range RWD
• 2024 Hyundai Ioniq 5 Extended Range RWD
  • Base: $71,000 (+$500)
  • Dynamiq: $76,000
  • Epiq: $79,500
• 2024 Hyundai Ioniq 5 Extended Range AWD
  • Dynamiq: $80,500
  • Epiq: $84,000
• 2024 Hyundai Ioniq 5 N: $111,000

Price excludes on-road costs

What is the Hyundai Ioniq 5 N like on the inside?

Contrasted with the standard Ioniq 5, the N has a more customary dashboard and control center plan and furthermore makes a big appearance the Hyundai-Kia ccNC double 12.3-inch shows for the driver’s group and infotainment framework.

This implies there’s the most recent age of Bluelink associated and remote administrations, remote Apple CarPlay and Android Auto, as well as the most recent UX plan which has been found in any semblance of the Kona and Kia Sorento.

It’s an extraordinary framework with net-based satellite route to reinforce accessible planning from an associated cell phone, as well as over-the-air (OTA) programming refreshes and a cleaner and more upmarket point of interaction.

The Ioniq 5 N additionally includes the principal N instrument group design in the brand’s electric reach, and the configurable focal tacho dial looks truly cool, nearly Lamborghini like. I very much want virtual measures rather than the line bar shows in prior E-GMP items.

Front and center there are N Light pail seats which look and feel shocking thanks to their incorporated headrests and enlightened N logos, as well as the mix cowhide and Alcantara trim.

Far superior, the front seats are warmed and ventilated with three-stage controls. That surely compensates for the manual change, what while not an issue for me is a staying point for some anticipating a few additional extravagances.

There’s in any case loads of capacity even with the evacuation of a versatile mid control area, including a held open cell phone charging space and a lot of little hiding spots to keep your knickknacks secure while having a break.

You likewise get USB-C charging ports now, which are quicker charging than the USB-A ones in the pre-update Ioniq 5 right now marked down. You can utilize cell phone reflecting by means of link on the off chance that you wish, as well.

In spite of the N’s driver center, the back seat stays a functional space in the event that you have some co-drivers accompanying you for an energetic blat.

Head and extra space to move around are still awesome for taller grown-ups like 6’1 me (the enormous 3000mm wheelbase will do that) however the energetic front seats will deter forward view for your back travelers – something to note assuming you have sickness inclined youngsters.

Discussing the youngsters, the Ioniq 5 N holds its detachable ISOFIX anchors and top tie focuses, meaning this track-fit electric express can likewise ship around your priceless little ones.

Different conveniences incorporate point of support mounted back air vents, an overlap down focus armrest with cupholders, bottle holders in the entryways, and, surprisingly, a vehicle-to-stack (V2L) connector with homegrown three-pin outlet under the back seat.

The Ioniq 5 N offers 480 liters of freight volume with the back seats set up, growing to 1362L with them collapsed. That is just shy of 50L not exactly non-N adaptations, and there’s no extra ‘frunk’ capacity like different variations.

Like most EVs, the Ioniq 5 N manages with a tire versatility pack in lieu of a space saver spare.

What’s under the bonnet?

The Ioniq 5 N is packing some serious e-firepower.

How does the Hyundai Ioniq 5 N drive?

Day one was on-road, so let’s start with that.

Leaving our inn in Blacktown, NSW, starting up the Ioniq 5 N with its combined motor sounds was giggling actuating. An entire line of these things unexpectedly began a chorale of phony fires up to the redline.

There are eight inside speakers and two outside ones to play the sounds, which makes it something beyond an in-vehicle experience. You can browse three profiles too, going from a breezy stream contender like sound to a note that is displayed off the i30 N’s vocal turbocharged petroleum motor.

I realize it sounds dumb, yet it’s an enchanting subtlety that you need to experience to appreciate. Quiet is separated of the EV experience, indeed, yet that doesn’t mean petroleum makes a beeline for electric power don’t need some aural show.

For some this might in any case be a trick, yet props to Hyundai for taking a stab at something else – there’s more we’ll get onto in a little.

Our street drive took us through Blacktown and out towards Laguna in local NSW. We passed through rural conditions, expressways, B-streets and such.

I was so enchanted by the N Custom mode with its reproduced gearshifts, motor fires up and motor sound that I did the main part of my drive in this mode. You can ask my co-driver, I was unable to make an example out of me.

Execution is abundant as you’d expect, with 740Nm available to you from stop. For reference, that is the kind of wind you escape a twin-super Mercedes-AMG V8.

It shoots the line assuming you wound the choke, sticking you in your seat and you can nearly feel your stomach hit your throat. You’ll beat pretty much some other vehicle in the traffic signal race – except if you face a hypercar.

You don’t actually require this sort of presentation in ordinary situations, yet the inward kid racer in me certainly delighted in speeding through metropolitan roads and traffic circles.

In the event that this firmer N Mode settings get a digit fun and the expanded drivetrain sounds droney, then, at that point, you can standard everything back by squeezing the guiding mounted drive mode button into Eco or Typical modes and drive this like some other Hyundai Ioniq 5.

At a journey around or on the interstate, the electric N unobtrusively hurries along yet holds a quick degree of execution for overwhelming or hurdling out from a slip path. Street and wind commotion are genuinely very much stifled yet those grippy Pirelli P Zero games tires – explicitly created for this vehicle, mind you – can deliver a touch of street thunder on coarser blacktop.

Every mode sees acclimations to the suspension, choke and controlling alignments as well, going from firm to light and helped. It’s never too free or too brutal as I would see it, even in N mode, however the extensive variety of flexibility is something we celebrate about VW Gathering items, for instance.

I found the Roadway Driving Help (HDA) framework would make the odd mistake during our spell on the Pacific Thruway, at one point floating into the following path on a bend that truly wasn’t exactly sharp. It’s not something I encountered in the Kia EV9 or the Beginning G70 Shooting Brake, so it very well may be a segregated episode.

When we hit the twisting dirt roads towards Laguna, I had the option to try out the Ioniq 5 N’s hillclimb abilities.

The rapid and twisty streets into the slopes are the Ioniq 5 N’s hunting ground. It gives it a lot of room to extend its legs, and there’s such an excess of hold that you can corner with trust in this 2230kg (tare) massive monster.

With a force vectoring capability front and center and an electronic restricted slip differential (E-LSD) at the back, the Ioniq 5 N turns in rapidly and flawlessly, then, at that point, shoots you out of corners with its strong double engine drivetrian.

Truly, it’s faster than you’re ready to use lawfully on Australian public streets – flicker and you’ve overshadowed 100km/h.

I utilized the B-street blat as a chance to sincerely evaluate the N e-Shift capability in execution driving, which reenacts the movements of the brand’s eight-speed DCT utilized in the i30 N.

This adds a more regular mark of commitment with the vehicle, and the manner in which it shocks between shifts is truly persuading to the point you could once in a while neglect you’re driving an EV. Assuming that there was an analysis, that sensation of motor slowing down as you downshift wasn’t exactly imitated – yet this is something minuscule.

It’s generally great enjoyable to rifle through the pinion wheels and watch the virtual tacho needle swing towards the dream redline. There are even shift light, perceptible pops and breaks on upshifts and overwhelm – it’s simply senseless, yet in the most effective way.

Indeed, even set to its most extreme arrangement, the Ioniq 5 N never felt too firm on the less fortunate surfaces of the Incomparable North Street, and strikes a similar kind of sensitive equilibrium you’d expect of a benchmark execution model. Correlations with any semblance of the Audi e-tron GT and Porsche Taycan were tossed around by writers on the occasion, and that is a gigantic commendation.

Provided that you came in too hot might you at any point truly feel the Ioniq 5 N’s all’s weight, as an unexpected rectification or course adjustment would make it shift observably and upset the equilibrium to some degree. And, after its all said and done, it’s exceptionally great for what it is.

Day two was about the track – so we made a beeline for Eastern Spring Raceway at Sydney Motorsport Park.

Uninhibited by open speed restricts, the circuit setting allowed us the opportunity to release the Ioniq 5 N completely. We utilized the GP Circuit, which is a 3.93km course that incorporates long straights, clearing bends and a few more tight clasps.

In the wake of getting a few pointers from Hyundai’s TCR champion, Josh Buchan, I had a legitimate break at a progression of laps. This thing truly flies, simply beginning to run out of energy as you see the speedo obscure 215km/h on the fundamental straight.

It hangs on commendable through higher speed corners, however on the odd event you can feel its weight illegal some understeer, and assuming that you hit the choke hard too soon out of a summit the back could throw out.

All things considered, it’s all truly controllable and in any event, for somebody not a carefully prepared track driver such as myself, the Ioniq 5 N imparts a ton of certainty to push on and wring its neck – it essentially implores you for it.

I didn’t evaluate the N Float Optimiser, which oversees force dissemination to keep up with the ideal sideways slide. Nor did I evaluate the Left Foot Slowing down or N Pedal capabilities, the last option offering one-pedal driving for “expert driver style weight move and turn in”

Indeed, even after various track meetings – which were one out lap, a few hot laps, then one in lap – the brakes didn’t seem to blur perceptibly – those muscular 400mm front rotors with four-cylinder calipers and 360mm backs are really meaty, as you may have guessed. The P Zero tires likewise held up very well for hold. I heard, however, that a float meeting the earlier day for B-roll had bitten up a bunch of backs before long.

However props to Hyundai for thinking of an electric exhibition vehicle that copies an ignition engined execution and track insight such that is fun and dispassionately fit. The brand’s reps straightforwardly said their N vehicles are more about tomfoolery and grins than through and through lap times, and this most certainly accomplishes that.

It makes me keep thinking about whether a future Hyundai N EV that is somewhat more modest and lighter could come to creation, it would be practically relentless with all the Ioniq 5 N’s cool gadgetry ready. Indeed, even a lower and sleeker Ioniq 6 N could be a more engaged weapon – and the RN22e moving lab idea is evidence something to that effect is well coming.

What do you get?

Ioniq 5 N highlights:

• 275/31 R21 Pirelli P Zero HN tyres
• 21-inch forged wheels with aero inserts
• 400mm ventilated front rotors with N brake calipers
• 360mm ventilated rear rotors
• Electronic Control Suspension (ECS)
• Electronic limited-slip differential (E-LSD)
• Launch control
• Keyless entry, start
• Power tailgate
• Rear privacy glass
• Rain-sensing wipers
• Heated, power-folding mirrors
• LED headlights
• Automatic high-beam
• Remote Smart Parking Assistant 2
  • Semi-automatic parking, controlled via key fob
• 12.3-inch digital instrument cluster
• 12.3-inch touchscreen infotainment system
• Wireless Apple CarPlay, Android Auto
• Satellite navigation
• Bluelink connected services
• Alcantara and leather upholstery
• N Light Seats with manual adjustment
• Heated front seats
• Ventilated front seats
• Metal pedals
• Metal scuff plates
• Ambient lighting
• 8-speaker Bose sound system
• Head-up display
• Wireless phone charger
• USB-C charging ports
• Digital rear-view mirror incl. electrochromic function
• Dual-zone climate control
• Heat pump

A Vision Roof – or fixed panoramic glass roof – is a $2000 option.

Is the Hyundai Ioniq 5 N safe?

While the standard Hyundai Ioniq 5 has a five-star ANCAP safety rating, the N is unrated for now.

Standard safety equipment includes:

• 6 airbags
• Autonomous emergency braking
  • Car, Pedestrian, Cyclist detection
  • Junction turning/crossing
  • Direct oncoming
  • Lane change oncoming/side
• Blind-spot assist
• Blind-Spot View Monitor
• Driver attention warning
• Evasive Steering Assist
• Highway Driving Assist 2
  • Adaptive cruise control with stop/go
  • Lane change assist
  • Lane following off-set control
• Intelligent speed limit assist
• Lane-keep assist
• Lane Following Assist
• Parking Collision Avoidance Assist – front, side, rear
• Rear cross-traffic assist
• Safe Exit Assist
• Multi-collision brake
• Rear occupant warning

How much does the Hyundai Ioniq 5 N cost to run?

The Ioniq 5 N is backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty.

Adjusting is required like clockwork or 30,000km, whichever starts things out. The initial three administrations are covered at $625 each.

While we didn’t do a legitimate reach and charging test on the send off, and subsequently unfit to give you certifiable productivity figures and reach projections, involving this vehicle in the planned way will make it hard to hit that 448km case.

All things considered, we were seeing low to mid-20kWh/100km from the outing PC during additional steady areas of driving, making Hyundai’s 21.2kWh effectiveness guarantee appear to be precise.

Further, the organization guarantees the Ioniq 5 N’s bigger 84kWh lithium-particle battery can be charged from 10 to 80 percent in close to 70 minutes with a 50kW DC charger, or 18 minutes at its greatest 350kW rate. At 7kW through AC charging, you’re checking out at 10 hours 50 minutes.

Take on the Hyundai Ioniq 5 N

I thought the EV6 GT was great, but this is on another level.

Hyundai N’s three support points are Corner Scalawag, Circuit Capacity and Ordinary Sportscar. Very much like the i20 N, i30 N and Kona N before it, the Ioniq 5 N conveys.

You likely will not be beating a Porsche Taycan Super’s lap time, nor will it substitute for a likewise valued track-fit ICE regarding unadulterated commitment and commotion; yet out of sight, Koreans have done a horrendous steady employment.

I can envision in this present reality where ICE for the majority is a distant memory, it’ll be vehicles like the Ioniq 5 N that will be a wonderful return to what execution motoring was like “back in my day”.

Indeed, even today, in 2024, it’s verification that petroleum heads needn’t bother with to be apprehensive about electric vehicles or the burning motor and non-renewable energy sources one day turning into the minority – or even wiped out. I would have rather not quit driving this thing, whether we were out and about or on the track.

It’s an extraordinary development of the ‘hot trapdoor’ equation, regardless of whether it’s all the more a hybrid. It’s senseless quick and enjoyable to drive, agreeable and commonsense enough to day to day, while offering zero neighborhood outflows, usable driving reach (if with a deliberate right foot), as well as quick to charge.

There’s likewise such a lot of customisation on offer, moreso than some other N before it. It truly permits you to make your vehicle your own, as well as deal that Jekyll and Hyde split character that extraordinary hot portals are adored for. The choices are practically boundless.

On the off chance that it matters, I would truly think about one assuming I had the money. Hardly any electric vehicles have caused me to feel like this one has.